GOVERNMENT OF GUJARAT
ROADS & BUILDINGS (R&B) DEPARTMENT
4 IL«fS E-121
VOL.6
INRASThUCrUME LEASING & FINANCIAL SERVICES LIMITED
~~~~H AD~D A
Shankheshva -Mcea - 9,ii ZIIMk
Feasiiity Sty for
Abmedbad - Mahesna Road (SH 41)
and Kadi - Kalol Spur Road
Drafi Final Report
ENV1RONMENTAL AND SOCIAL ASSESSMENT
Scott Wilson Kirkpatrick
C O N S U L T I N a c N C I N C a R S
India
insoanmi w199
Fetuay 199
IROADS & BUILDINGS (R&&B) DEPARKrMENT
INFRASllIUCrURE LEASING & FINANCIAL SERVICES LIMITED
Feasibility Study for
Alunedabad - Maliesana Road (SH 41)
and Kadi - Kalol Spur Road
Draft Final Report
Volume Ill
ENVIRONMENTAL AND SOCIAL ASSESSMENT
Scott Wilson Kirkpatrick
CONS U LTI NO ENO IN t t RS
India
in association widt
Fcbruwrv 1997
LIST OF CONTENTS
Page No
1. EXECUTIVE SUMMARY 3-1/1
1.1 Background 3-1/1
1.2 Project Details 3-1/1
1.3 Base Line Environmental Status 3-1/4
1.4 Impact on Environmental Resources 3-1/6
1.5 Environmental Management Plan 3-1/8
1.6 Social Assessment An Introduction 3-1/10
1.7 Resettlement & Rehabilitation Policy 3-1/10
1.8 Socio-Economic Profile 3-1/11
1.9 Resettlement Action Plan 3-1/12
1.10 Budgetary Cost Estimates for Environment Protection 3-1/5
and Resettlement Action and Management Plan
LIST OF TABLES
Table No. 3-1/1 Possible Shortest Alternative Routes
LIST OF CONTENTS
Page No
2. INTRODUCTION 3-2/1
2.1 Background 3-2/1
2.2 Objectives and Scope of the Detailed Feasibility Study 3-2/1
2.3 Specific Scope of Environment and Social Assessment (ESA) 3-2/2
2.4 Project Road 3-2/2
2.5 Study Approach 3-2/3
2.6 Policy, Legal and Administrative Framework 3-2/3
2.6.1 IL&FS Policy Framework 3-2/3
2.6.2 Key Eiivironciiinl Lcgislation 3-2/4
2.6.2.1 Ambient Air Quality Standards 3-2/5
2.6.2.2 Ambient Noise Standards 3-2/6
2.6.2.3 Movement of Hazardous Chemicals 3-2/6
2.7 Organisation of Report 3-2/7
LIST OF TABLES
Table No. 3-2/1 Key Environment Legislation
Table No. 3-2/2 National Ambient Air Quality Standards
Table No. 3-2/3 National Ambient Noise Standards
LIST OF FIGURES
Figure No. 3-2/1 Location of Study Roads
LIST OF CONTENTS
Page No
3. PROJECT DESCRIPTION 3-3/1
3.1 Project Details 3-311
3.2 Analysis of Project Alternatives 3-3/2
3.2.1 Main Carriageway 3-3/2
3.2.2 Service Roads 3-3/3
3.2.3 Sertha Bypass 3-3/7
3.2.4 Changes on the Vertical Alignment due to Severance 3-3/8
3.3 Existing Traffic System 3-3/8
3.4 Future Traffic Projections 3-3/10
3.5 Project Activities 3-3/12
3.6 Plant/Equipment to be used 3-3/13
3.7 Material Requirements 3-3/14
3.8 Construction Sched:iles 3-3/15
LIST OF TABLES
Table No. 3-3/1 Traffic Volumes Link wise on the Service Roads
Table No. 3-3/2 Service Roads at Different Locations
Table No. 3-3/3 Number of Motor Vehicles Registered in Gujarat
Table No. 3-3/4 Statement Showing the No. of Vehicles Registered in the Office of
Regional Transport, Mahesana, Gujarat State during the last 5 Financial
Years
Table No. 3-3/5 Traffic Growth Rates
Table No. 3-3/6 Linkwise Projected Traffic Volumes
Table No. 3-3/7 PCU Factors as recommended by IRC
Table No. 3-3/8 List of Plant/Equipment expected to be used
LIST OF FIGURES
Figure No. 3-3/1 Study Links
Figure No. 3-312 Possible Shortest Alternative Routes
Figurc No. 3-3/3 Tolling and Construction Options (Shect I of 2)
rFigurc No. 3-3/4 Tolling and Construction Options (Shcct 2 of 2)
Figure No. 3-3/5 Proposed Alignment of Sertha Bypass
Figurc No. 3-3/6 Constructioii Schedulcs
Figure No. 3-3/7 Indicative map of Project Road showing the Excluding Zones
LIST OF CONTENTS
Page No
4. BASELINE ENVIRONMENTAL STATUS 3-4/1
4.1 Introduction 3-4/1
4.2 Physiography 34/2
4.3 Meteorology 3-4/2
4.3.1 Meteorological Survey at Site 3-4/3
4.3.2 Upper Air Data 3-4/3.
4.4 Air Quality 34/4
4.5 Noise Level Survey 3-4/7
4.5.1 Selection of Sampling Locations 3-4/7
4.5.2 Presentation of Results 3-4/8
4.6 Landuse Pattern 3-4/8
4.7 Terrestrial Ecology 34/9
4.7.1 Methodology of Data Collection 34/9
LIST OF TABLES
Table No. 3-4/1 Methodology Adopted for Data Collection
Table No. 34/2 Linkwise Division of the Project Road
Table No. 34/3 Details of Ambient Air Quality Monitoring Stations
Table No. 3-4/4 Ambient Air Quality Monitoring Results
Table No. 3-4/5 Minimum, Maximum and Average concentrations of Data generated at
Site
Table No. 3-4/6 Ambient Noise Levels along the Project Road
Table No. 3-4/7 Linkwise Landuse Pattem in the Project Area
'Fablc No. 3-4/8 Important trces and plant species found near the Project Area
LIST OF FIGURES
Figure No. 3 -4/1 Wind Rose diagram for October, 1996
Figure No. 3-4/2 Wind Rose diagram for October, 1996
Figure No. 3-4/3 Location map of Air Quality Monitoring Stations
Figure No. 3-4/4 Ambient Air Quality
Figure No. 3-4/5 Location of Noise Monitoring Stations
Figure No. 3-4/6 Ambient Noise Levels in dB(A)
LIST OF CONTENTS
Page No.
5 IMPACT ASSESSMENT 3-5/1
5.1 Introduction 3-5/1
5.2 Construction and Operational Phase 3-5/1
5.3 Impact on Physical Resources 3-5/2
5.3.1 Impact on Topography 3-5/2
5.3.2 Impact on Climate 3-5/2
5.4 Impact on Environmental Resources 3-5/3
5.4.1 Impact on Air Quality 3-5/3
5.4.2 lmpact on Noisc Levels 3-5/9
5.4.2.1 Noise Modelling 3-5/11
5.4.2.2 Input to thc model 3-5/12
5.4.2.2.1 Design Parameters 3-5/12
5.4.2.2.2 Presentation of Results 3-5/14
5.4.3 Impact on Water Quality 3-5116
5.5 Impact on Ecological Resources 3-5/17
5.5.1 Impact on Tcrrestrial Ecology . 3-5/17
5.5.2 Impact on Aquatic Ecology 3-5/18
5.6 Impact on Human Use Values 3-5/18
5.6.1 Soils 3-5/18
5.6.2 Land Use Development 3-5/18
5.6.3 Socio-Economic Impacts 3-5/19
5.7 Other Issues 3-5/20
5.7.1 Transport of Hazardous Material 3-5/20
5.7.2 Severance Issues 3-5/21
5.7.3 Cross Drainage Works 3-5121
5.7.4 Environmental Impact at Quany Sites 3-5/21
5.8 Summary of Impacts of the Project 3-5/22
5.9 Analysis of Alternatives 3-5/22
LIST OF TABLES
Table 3-5/1 Potential Environmental Impacts of a Highway Project
Table 3-5/2 Fuel Consumption Rates for Construction Machinery
Table 3-5/3 Peak Hourly Traffic Volume and Average Speed
(kamph) used for Air Quality Model
Table 3-5/4 Speed Corrected Emission Factors in GMIKM/Vehicle
Table 3-5/5 Noise Levels Variation with Vehicle Speed
Table 3-5/6 Day-Night split of Projected Traffic used for Noise
- Predictions
Table 3-5/7 Drop-Off Rate Per Doubling of Distance and
Corresponding Alpha
Table 3-5/8 Estimated Noise Levels along the Project Road in the
Year 2000
Table 3-5/9 Estimated Noise Levels along the Project Road in the
Year 2015
LIST OF FIGURES
Figure 3-5/1 Prediction of CO Levels at Sertha Bypass (Cross Wind
Case)
Figure 3-5/2 Prediction of CO Levels at Sertha Bypass (Parallel
Wind Case)
Figure 3-5/3 Prediction of CO Levels at Kalol Junction (Cross Wind
Case)
Figure 3-5/4 Prediction of CO Levels at Kalol Junction (Parallel
Wind Case)
Figure 3-5/5 Prediction of NOx Levels at Sertha Bypass (Cross Wind
Case)
Figure 3-5/6 Prediction of NOx Levels at Sertha Bypass (Parallel
Wind Case)
Figure 3-5/7 Prediction of NOx Levels at Kalol Junction (Cross
Wind Case)
Figure 3-5/8 Prediction of NOx Levels at Kalol Junction (Parallel
Wind Case)
Figure 3-5/9 Expected Noise Levels in Year 2000 near Project Road
Figure 3-5/10 Expected Noise Levels in Year 2015 near Project Road
LIST OF CONTENTS
Page No
6 ENVIRONMENTAL MANAGEME:NT PLAN 3-6/1
6.1 Introduction 3-6/1
6.2 EMP During Construction 3-6/1
6.2.1 Compensation for Loss of Land - 3-6/1
6.2.2 Labour Camps 3-6/1
6.2.3 Soil Disposal and Soil Erosion Control 3-6/2
6.2.4 Impact on Air Quality 3-6/3
6.2.5 Afforestation 3-6/4
6.2.6 Noise Control 3-6/5
6.2.7 Water Pollution 3-616
6.2.8 Impact on Natural Pond at Sertha Village 3-6/7
6.2.9 Lighting Provisions 3-6/7
6.3 EMP during Operation 3-618
6.3.1 Impact Air Quality 3-6/8
6.3.2 Impact on Noise Levels 3-6/9
6.3.3 Emergency Measures 3-6/9
6.4 Institutional Arrangements 3-6/10
6.4.1 Public Information and Consultation 3-6/16
6.4.2 Environmental Monitoring and Institutional Arrangements 3-6/17
6.5 Budgetary Cost Estimates for Environment Protection 3-6/17
6.6 Identification and Management of Risks 3-6/18
LIST OF TABLES
Table No. 3-6/1 Recommended Tree Species for Reafforestation
Table No. 3-6/2 Illumination at Different Locations
Table No. 3-6/3 Environmental Management Plan - Ahmedabad-Mahesana
Highway Project
Table No. 3-6/4 Action Sheet for Mitigation of Construction Phase Impacts
-Action Sheet I
Table No. 3-6/5 Action Sheet for Mitigation of Construction Phase Impacts
-Action Sheet 2
Table No. 3-6/6 Action Sheet for Mitigation of Construction Phase Impacts
-Action Sheet 3
Table No. 3-6/7 Action ShLet for Mitigation of Construction Phase Impacts
-Action Sheet 4
Table No. 3-6/8 Action Sheet for Mitigation of Construction Phase Impacts
-Action Sheet 5
Table No. 3-6/9 Budgctary Cost Estimates for Environment Protection
LIST OF CONTENTS
Page No
7. SOCIAL ASSESSMENT - AN INTRODUCTION 3-7/1
7.1 Introduction 3-7/1
7.2 Information on Project and Scope for Social Assessment 3-7/1
7.3 Objectives of the Study 3-7/2
LIST OF CONTENTS
Page No
8 LAND ACQUISITION PROCEDURE AND ENTITLEMENT 3-8/1
FRAMEWORK
8.1 Legal Framework for Land and Property Acquisition 3-8/1
8.1.1 Land Acquisition for Road Improvement 3-8/1
8.1.2 Procedure for Land Acquisition 3-8/1
8.2 Rehabilitation and Resettlement Policy 3-8/2
8.2.1 Definition of a PAP 3-8/3
8.2.2 Cut off Date 3-8/3
8.2.3 Categories of PAPs 3-813
8.2.4 Entitlements 3-8/3
LIST OF CONTENTS
Page No
9. SOCIO-ECONOMIC PROFILE 3-9/1
9.1 Introduction 3-9/1
9.1.1 Verification Exercise 3-9/2
9.2 Socio-Economic Survey 3-9/2
9.2.1 Commercial Encroachers on Ahmedabad-Mahesana 3-9/2
and Kadi-Chhatral Link Road
9.2.2 A Brief Profile of Commercial Encroachers on Ahmedabad-Mahesana Road 3-9/2
9.2.3 A Profile of Commercial Encroachers on Kadi-Chhatral Link Road 3-9/4
9.2.4 Overview 3-9/5
9.3 Social Assessment and Profile of Families Losing Land in the 3-9/5
ROW Area at Proposed Bypass at Village Sertha
9.4 Key Survey Findings - 3-9/6
9.4.1 Distribution of Families by Caste 3-9/6
9.4.2 Distribution of Families and PAP by Family Size 3-9n7
9.4.3 Income Levels and Sources of Income 3-9/8
LIST OF TABLES
Table No. 3-9/1 Date of Commencement of Commercial Enterprise
Table No. 3-9/2 Investments in Activity
Table No. 3-9/3 Size of Commercial Units
Table No. 3-9/4 Monthly Income
Tablc No. 3-9/5 Investments in Activity
Table No. 3-9/6 Size of Commercial-Units
Table No. 3-9/7 Monthly Income of Unit Owners
Table No. 3-9/8 Distribution of PAPs in Village Sertha by Caste
Table No. 3-9/9 Distribution of Population by Family Size
Table No. 3-9/10 Distribution of PAPs by Age
Table No. 3-9/11 Distribution of Families by Annual Agriculture Income
Table No. 3-9/12 Distribution of Families by Gross Annual Income
LIST OF CONTENTS
Page No
10. RESETTLEMENT ACTION PLAN 3-1011
10.1 Introduction 3-10/1
10.2 Land Acquisition: Village Sertha 3-10/1
10.3 Land Owned by Gram Panchayat/ONGC 3-10/6
10.4 Commercial Encroachers in ROW of Ahmedabad-Mahesana 3-10/7
Highway and Kadi-Chhatral Link Road
10.5 -Measures for Mitigation of Any Negative Impact during 3-10/9
Construction Phase
10.6 Entitlement 3-10/10
10.7 Asscssment of Impact on Tribals 3-10/11
LIST OF TABLES
Table No. 3-10/1 Break-up of Land to be Acquired for Bypass at Sertha Village
Table No. 3-10/2 Percentage of Land to be Acquired from Land Owning Faniilies
Table No. 3-10/3 Plot w.ise Details of Land Owners and Land Acquisition
Table No. 3-10/4 Replacement of Structure
Table No. 3-10/5 Entitlement Framework for Village, Families and Individuals, affected
by Ahmedabad-Mahesana Highway, Kadi-Chhatral Link Road and
Scrtha Bypass
LIST OF CONTENTS
Page No
11. INSTITI=ONAL ARRANGEMENTS 3-11/1
*11.1 Introduction 3-11/1
11.2 Strategy for Implementation 3-1112
11.2.1 Role of an NGO 3-11/2
11.2.1.1 Task for the NGO 3-1112
11.2.1.2 Selection of NGO 3-11/3
11.2.1.3 Contracting NGOs 3-11/3
11.2.2 Monitoring and Evaluation 3-11/4
11.2.3 Project Level Monitoring 3-11/4
11.2.4 Monitoriiig by lL&FS 3-11/6
11.3 Work Schedule 3-11/6
LIST OF TABLES
Table No. 3-1 1/1 Proposed Work Schedule for Economic and Social Rehabilitation for
the Implementing Agency
LIST OF ANNEXURES
Annexure I Hourly Observed Meteorological Data at Ahmnedabad By IMD in
October 1995
Annexure II Hourly Observed Meteorological Data in Project Area
Annexure III Air Quality Monitoring at Water Park
Annexure IV Peak Hourly Concentrations at Water Park
Annexure V HydroCarbons & Carbon Monoxide observed in Project Area
Annexure VI Noise Level Observed at Water Park
Annexure VII Sample Questionnaire for Socio-Economic Base Line Survey
Annexure VIII Details of Income of PAPs in Village Sertha
I
Executive Summary
teasihilhty Stud? for rite Ahmczdabad-AIlatesana and Executive Summary
Ka&Ii-Kalol spur RouId
1.0 EXECUTIVE SUMNIARY
1.1 Backgrouind
The Ahmnedabad-Mahesana road which links Ahmedabad with Mahesana, a major oil
town, north of Ahmedabad, has been prioritised as a strategic link by the Roads and
Buildings Department, Government of Gujarat (GoG), which needs to be improved in the
near fiuture. The Roads and Buildings Department, Government of Gujarat (GoG) is
rcsponsiblc lor construclion, operation and maintenance of roads in Gujarat. R & B
department of GoG is keen to widen/strengthen the existing Ahmedabad - Mahesana
Section of State Highway 41, including Kadi - Kalol link, on a commercial basis. GoG
has entered into an Agreement with Infrastructure Leasing and Financial Services Limited
(IL&FS) to develop, implement and operate this roads . The proposed alignment starts
from Km. 19 near Adalaj and ends at Km. 70.25 near Mahesana. This section of the
highway is a major link between Ahmedabad City on one end and the oil and industrial
town of Mahesana on the other end. The stretch is highly congested causing significant
delays to traffic using the road.
A pre-feasibility study commissioned by GoG Snd IL&FS has established the preliminary
viability of the proposed project, including strengthening of the existing road and
widening it to a 4-lane road. Further, IL&FS has commnissioned Scott Wilson Kirkpatrick
India Pvt. Ltd. (SWK) in association with Rail India Transport and Economic Services
(RITES), on behalf of GoG to undertake a detailed techno-economic feasibility study and
environment and social assessment of the project road.
1.2 Project Details
The Ahmedabad-Mahesana Road (SH-41) is a major link between Ahmedabad City and
Mahesana. Whilst the road passes through agriculture areas, there are numerous
industrial units existing along the road. The project road runs a total length of 51.25
Krns. A 11.5 Km long Spur from Kalol to Kadi takes off from this road at Chhatral
village. The project includes the strengthening and widening of the existing carriageway
to 4 lanes and widening as a single carriageway of the Kadi-Kalol link road to 2 lanes. At
Km 10 on existing Ahmedabad - Mahesana Road, the road to Gandhinagar forms a T
junction. National Highway 8C crosses the alignment at Km 18 followed by a railway
bridge at Km 19. Northwards, the road at Km 22 passes through agriculture land and
Sertha viUlage. Here the existing alignment is poor with a reverse curve within the village.
A new by-pass about 2.5 Kms long is proposed to the west of the village. At Km 28, a
by-pass to Kalol Town commences and a four lane, dual carriageway, starts immediately
after this. At Km 31, a road leading to Vijapur on the National Highway No. 8 at
Himatnagar forms a Y-junction. The Chhatral-Kalol industrial belt starts from Kmn 36 at
Chhatral Village which forns a Y-junction with the Ahmedabad-Mahesana Road.
Beyond Chhatral the vehicular traffic reduces and the industries and other activities on
either side of the road is relatively spread out. The road passes through Nandesan town at
Km 49 where there is another link to Kadi town. At Km 69, there is a railway crossing.
Scott Wilson Kirkpatrick Draft Final Report
Sp SU 4 3-Ill/
Feasibility Study for tihe Ahlnedabad-Mahesana andc Executive Summary
Kadi-Kalol spur ROad
Immediately afterwards, a staggered junction occurs with the road to the west going to
Bechrajee and that to the east to Himmatnagar. A four lane road commences at Km
70.25. Apart from the above major intersections these are about 40 minor intersections
(village road crossing). A 60 meter ROW exists for most of the route while in case of
Chhatral-Kadi road spur the ROW is 24 meters.
On thie Cliliatral-Kadi road spur the ROW is 24 meters. The alignment is winding in parts
witli a ROW of approximately 24m. Thiere are a number of industrial units throughout the
road leIigthi. Tlhere are also a number of junctions with narrow roads leading ofr to Rajpur
and Anakhol at Km 3 and to Karannagar at Km 5. At Kadi there is a staggered cross-
roads. To the north is the road to Nandasan and to the south, to Sanand. The road surface
throughout the 11.5 Km stretch is of asphalt concrete, generally in fair condition.
1.2.1 Main Carriageway
Presently two possible alternative routes appear to exist one on the east and the other on
the west of the project road. Table No. 3-1/1 gives a comparision of both the alternative
alignments. The starting point of this survey is considered from Adalaj as this area is very
telose to the Km 19. Adalaj is a land mark emerging as a focal point for different
directions of movements as it is directly linked with Gandhinagar, Sarkhej and
Ahmedabad.
TABLE No. 3-1/1
Possible Shortest Alternative Route No. 1 Possible Shortest Alternative Route No. 2
* From the intersection of State Highway * From the intersection of SH No. 41
(SH) No. 41 - State Highway leading near Mahesana and SH No. 55 leading
to Bechrajee to Himmatnagar.
* State Highway leading to Bechrajee * SH No. 55 to Rampura Intersection
Road, Two lane carriageway.
* SH No. 73 starts from Rampura
* Road leading to Jotana, single lane Intersection and passes through Gojaria
carriageway to Kadi town. Kherva, Mewe etc villages.
* From Kadi, the road leading to Sanand * SH No 71 starting from Gojaria and
is a two lane carriageway touching proceeds towards Born and crossing
Thor at a distance of 63 km from SH No. 138.
Mahesana. * SH No. 71 to Gandhinagar.
* State Highway starting after Thor and * Road from Gandhinagar runs towards
running to Satnala some 3 kim from National Highway No. SC.
Sanand.
. * ~~~~~NH No. SC to Adalaj.
* Road takes a right angle turn at Satnala N to da s.
runmng parallel to the railway line for
some distance and touching villages
like Ambli.
Scott Wilson Kirkpatrick Draft Final Report
3-1/2
Feasibility Study for thze Ahmedabad-Mahesana and Executive Summary
Kadi-Kalol .pur Road
. This road meets National Highway No.
8C.
* National Highway (NH) No. 8C to
Adalaj.
. A total distance of 124 kms.
1.2.2 Service Roads*
In order to ensure safe and efficient movement of traffic on the project road, it is
extremely important to provide service road facilities to segregate local and through
traffic. The decision to provide service road facilities depends to a great extent on the
landuse characteristics, location of industrial/commerciallresidential activities along the
project road which would be responsible for the generation of traffic.
1.2.3 Project Options
Six construction options have been considered for the project.
* Option IA A four lane road made up of a 7m wide strengthened existing road plus
an additional new two lane 7m carriageway together with a total of 28
Kims of service roads located both sides of the main carriageways at
selected locations.
* Option IB As 1A but with a total of II Kms of service roads located both sides at
Kalol Township.
* Option IC As I A but divided into two construction phases. (a) Phase I being of 18
months duration between 1-4-98 to the 30-9-99 covering the section
from Km 19 to Km 35 and (b) Phase 2 of 24 months to be constructed
between 1-1-2002 and 31-12-2003 covering the section from Km 35 to
Km 71.
In the case of these three options toll collection will take place from all motorised vehicles
at four Toil Plazas situated at Km 20 and Km 68 and at the beginning of the Chhatral and
Nandesan Spur roads.
* Option 2 A four lane road made up of the strengthened existing road plus a new
carriageway together with service roads extending both sides for the
complete length of the project road.
All commercial vehicles (trucks, buses and LCVs) must pass through
the main Tolls at Km 20 and Km 68 in this system. Non commercial
traffic, however may enter the service roads around the main Plazas at
Km 20 and Km 68 and travel from one end of the project road to the
other without payment. Should they enter either main carriageway,
Scott Wilson Kirkpatrick Draft Final Report
ap_d*hIuin w - 3-1/3
A LMJSI6..y.),"4yJUr m. tiflnzeauoaa-jtaneasana Una 1Uxecuuve )iummary
Kadi-Kall aspur Road
however, through a minor toll (6 of which are proposed) they will be
charged.
Option 3A In this layout the dual carriageway has service roads on both sides but
which commence after the main tolls at Km 20 and 68 and thus all
traffic whether commercial or non commercial must pay a toll.
Option 3B This is similar to Option 3A except that service roads are replaced with
a 3m wide paved shoulder. All traffic pays at the main Tolls at Km 20
and Km 68.
1.2.4 Sertha Bypass
A dual carriageway bypass (Figure 3-3/5) some 2.5 kms long is proposed to the west of
the Sertha Town to take all through traffic out of the town.
1.3 Baseline Environmental Status
METHODOLIOGY ADOPTED FOR DATA COLLECTION
METEOROLOGY
Parameter Instrument Frequency
Wind Wind Vane Every hour/continuous
Diection
Wind Velocity Wind Cup Every hour/continuous
Anemometer
Cloud Cover Visual Observation Every hour/continiuous
AIR QUALITY
Parameter Instrument Frequency IS code
SPM HVS 8 Hrly 5182(P-IV)
S02 HVS 8 Hrly & Peak Value 5182(P-1)
NOx HVS 8 Hrly & Peak Value 5182(P-VI)
HC GAS Chromatography Intermittent 5182(P-XII)
CO Iodine Pentaoxide Intennittent 5182(P-X)
NOISE QUALITY -
Parameter Instrument Frequency
Noise iNoise Level Meter IHourly Monitoring
1.3.1 Air Quality
The baseline status of the ambient quality has been assessed through an ambient air quality
monitoring network. The design of monitoring network in the air quality sunveance
programme has been based on the following considerations:
* meteorological conditions;
* topography of the study area; and
* likely impact areas.
Scott Wilson Kirkpatrick Draft Final Report
TSIM-3' 97 3-1/4
reasioutty .:uaj'jor the Alsmedabad-Mallesana and Executive Summary
Kadi-Kalol spur Road
Location of tile ambient air quality monitoring stations were selected on basis of the wind
pattern recorded at 1MD, Ahmnedabad over past years to represent upwind and downwind air
quality status with respect to the road. Locations were selected to represent highest impact
area due to road traffic or to represent background concentrations and for model calibration.
Ambient Air Quality Monitoring (AAQM) stations were set up at four locations for sarnpling
SPM and NOx at eight hourly interval.
AMBIENT AIR QUALITY MONITORING RESULTS
( 24 hourly Averages)
S.No Location Distance from Wind Direction SPM. S02 NOx
Centre of Road (m) (uglm3) (ug/m3) (uglm3)
I Water Park 50 Down Wind 66.03 5 29.7
100 Down Wind 108.2 5 26.4
2 ChhatraU 50 Down Wind 225.4 5 77.8
Kalol Junction 100 Down Wind 484.33 5 77.77
3 Sertha Village 50 Down Wind 904.31 5 57.87
100 Down Wind 342.13 5 49.22
4 Serdta Bypass 50 Down Wind 468.8 5 47.3
The maximum concentration of SPM was observed in Sertha being 1405 pg/cum and
minimum at Water Park being 16 pg/cum. This variation is due to the variation in the
traffic pattem. It should be noted that the average SPM concentration is also high at
proposed by-pass at Sertha being 575 .g/cum, and may be due to the combustion of fuel
in the village for various activities.
1.3.2 Noise Level Survey
Ambient Noise Leves along the Project Road
Noise level at 30m from tle edge of the road aB(A)
Darylm NiQht Time
Location Max Min Max Min
Sertha 68.9 62.9 65.8 53.5
Chhatral 7o.6 57.0 65.6 54.8
Water Park 68.6 54.0 61.0 40.5
Scott Wilson Kirkpatrick Draft Final Report
epwMb~t~.uun.dflcwY3I7 -3-1/5
, s6U&AaJ ~sj"' Jyur me .AilmeUaoaa-M1ahesana and Eixecutive Summary
Kadi-Kall spur Road
1.4 Impact on Environmental Resources
1.4.1 Impact on Air Quality
* Construictioni Phase Inipacts
Consumption of diesel in construction activities will be the principal cause of incremental
air pollution during the construction phase. Diesel powered trucks required for haulage of
aggregates, eartli and otlher construction material and running of construction machineries
at the construction yards are the major sources of air pollution.
Operational Pliasc
During the operation phase of the project the primary air quality impacts due to the
project will be due to the flow of the traffic on the project road. The extent of these
impacts, at any given time, will depend upon (i) the rate of vehicular emission within a
given stretch of the road and (ii) the prevailing meteorological conditions. The impacts
will have strong temporal dependence as both of these factors vary with time. The
temporal dependence would have diurnal, sea qonal as well as long term components.
The air quality predictions in the present application have been carried out by using the
air quality model CALINE3 developed by Califomia Department of Transportation.
NOx levels however have been developed for peak traffic conditions and compared with
WHO standard of 400 pgtmn for hourly average.
* Carbon Monoxide Levels:
The source enission levels for CO were estimated by using the peak hourly traffic
volumes for vehicles of five categories i.e., trucks and buses, LCVs, cars, two wheelers
and three wheelers. For assessment of air quality impacts due to the project, air quality
model simulation for regions near Sertha bypass and Kalol (Chhatral) Junction were
carried out.
The air quality scenarios for the above two locations have been developed for the peak
hourly traffic on the relevant links for the years 2000 and 2015.
The emission standards for Indian vehicles in the year 2000 as proposed by the Indian
Institute of Petroleum (IIP) were used to provide the emission factors for the different
vehicle types.
The air quality scenarios were modelled for two distinct wind cases viz., parallel and cross
wind cases
It is observed that the predicted CO levels at 10 m from ROW for cross winds in the year
2000 range forn 390-190 gglm3 and 430-210 gtmS3 for Chhatral junction. The values are.
Scott Wilson Kirkpatrick Draft Final Report
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rea.ubi ity Study for the Ahnedabad-Mlahesana and Executive Summary
Kadi-Kalol spur Road
about 80 percent higher for parallel wind case and range between 690-330 ig/m' at
Sertlia and 740-380 pig/m' at Clhhatral junction. The range is about 2-2.5 times higher for
the year 2015 which is approximately the ratio of traffic volume in the years 2000 and
2015 respectively for heavy vehicle which are the prominent source of air emnissions. On
comparison with the hourly standard for CO of 4000 gg/m3, it is seen that no violations of
CO standard are expected due to the project. The CO levels in fact will remain well below
the standards. The project therefore has insignificant negative impact on ambient air
quality in terms of CO.
The prediction of CO for 'Without Project Scenario' is comparatively on the higher side
at all the distances from ROW which is mainly attributable to the higher emission factors
at lower traffic speeds.
NOx Levels:
Similar to emission factors for CO, values for NOx were obtained from the standards
proposed by lIP and corrected for the variations in speed using WHO guidelines.
When compared to WHO standard of 400 gglmr, it is observed that the standard is not
expected to be violated during the year 2000 except for marginal violation (estimated
levels 430 pgl/n) upto a distance of 15 m near Sertha. The highest NOx levels at the edge
of ROW, during this year, are expected to be about 370 pg/m3 marginally below the
standard. Violations up to a distance of about 70 m from the edge of ROW, however,
may occur during the year 2015 'with' the project and up to a distance of 30 m 'without'
the project.
1.4.2 Noise Quality
The noise modelfing results for the year 2000 traffic, "with" and "without" project scenarios in
taems of drop in noise levels with respect to the distance from the center of the road indicates
hat as a result of project implementation, the day time equivalent noise levels are expected to
be about 5 dB(A) higher in comparison to "no project" situaiion. A difference of about 6
dB(A) is expected between night time equivalent noise levels for the two options. The night
time levels however lower by about 3 dB(A) with respect to day time noise levels.
When compared to the ambient noise levels as recorded during the field observations, the day
time noise levels due to the traffic are significantly lower ( about 5 dB(A)). This indicates that
the local sources of noise are the prominent contributors to ambient noise. During the day,
therefore, project will not have any significant increment to the ambient noise levels.
During the nigh, additional noise due to the project will be of the order similar to the ambient
levels. The over al noise levels along the project route would therefore will rise by about 3
dB(A).
According to the model predictions noise levels are expected to rise by about 3.5 dB(A) in the
year 2015 when compared with the year 2000. However, while estimating the future noise
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reasiouiy r,uajiJor fite AhImedabad-Nlahesana and Executive Summary
Kadi-Kalol spur Road
levels, the impact of probable techmological changes on the vehicular noise levels has not been
considered. Technological improvements in vehicle design are expected to produce relatively
silent vehicles in the future. Even if the present source emissions are reduced by 4-5 dB(A), the
2015 noise levels in the project area are not likely to rise beyond the estimated levels for the
year 2000.
A comparison of the estimated noise levels with the day and night time standards indicate
that the standards for commercial zones will be violated up to about 200 m from the road.
The computations carried out give an indication of noise levels for the worst case scenario, i.e.
without taking into consideration the local features like landuse, barriers etc. In reality, the
noise levels are expected to be on lower side, as the areas adjacent to the proposed road will
be landscaped and covered with specially designed plantation to reduce noise impacts at the
sensitive receptors.
1.4.3 Analysis of Alternatives
Two categories of altematives were considered while finalising the project alignment. Frt
category of altemaives were in the form of choice of different alignments for the project road.
The secondary category of alternatives were in the form of different configurations of service
roads and allied facilities. Vafious options with respect to the two categories of alterafives
were considered duning the initial stages and the most suitable project option descnrbed in
Section 3 was considered for detailed environmental and social assessment. The project
altematives for the detailed assessment, thus, confined to "Build" and "No build" options
Findings of the assessment of two options have been presented in the earlier sections and it is
observed that although there are a few irreversible impacts during the operation phase of the
project, specially in terms of noise and air pollution, the impacts are essentiaDly minor.
Appropriate mitigatory measures such as landscaping, greenit development and
enhancement in road design through underpasses for road crossing will make the project
environmentally and socially acceptable.
The "build" option is also desirable by virtue of its beneficial impact on the local and regional
economy.
1.5 Environmental Management Plan
Environmental Management Plan - Ahmedabad - Mahesana Highway Prject
En-ironmentsl s Ac00ons to be Taken (1998 to 2004) Respwsible Entity
Constmtion Phae
Dust cmirntainalion at sitc Construction sites and accss rods passing Prospectiv Contractor (PC)
and on alul nxmds thoungh nrikidntial and cmn3wncial arcas anix
.upawv hDul runds to be u-lCrcd twice each
_ __ day
Air pollution 24 lhu nlmnitoring at a frequency of two SPV thrn PC
days a wec;k dturing wrinter scaso in
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Feasibility .Stidyfor tihe Ahrnedabad-Mahesana and Executive Summary
KadIi-KaloI spur Road
Enviro.inientnl Maningemeiit Plain - Abmedabad - Mahesana llighway Project
Envirnnn,ental lssuc" Actions to be Taken (1998 toi 2004) Resipnsibie Entity
ressidcsitial areas
In the cvent of violation of 24 hourly average SPV through PC
Indian standard lor residential areas,
construction activities to bc restricted between
6 am to 6 pm
Noise pollution Provision ol'ear plugs to heavy machinery PC
operators
Construction of 3 metre tall enclosures around PC
generator sets and concrete mnixers when
construction yards are within lOOm of
residential areas.
Disposal of construction Daily inspection of haul roads and sites for PC
debris construction debris, its collection and disposal
to landfill sites
Tracffi and transportation All hauled material to be covered whilc being PC
twopored
Construction related transportation activity to PC
bc uniformly distributed during the nighl to
minimize noise impacts
Routine check of vehicles used for PC
transportation and their proper maintenanoc to
minimize vehicular pollution
Domestic sewage and solid lrovision or water supply and washing IPC
wastc at workers colony facilities
Provision of waste disposal facilities like
scptic tanks at the construction worker's PC
colony
Provision at site and in workecrs colony for
cmns for collection of domestic refuse PC
Provision for composting of domnestic refuse at
consuction workers colony PC
Removal of trees and landscaping plan to be asked with schedule of SPV through contractor
landscaping construction from contractor, it should be
implemented concurrent to the road
construction with a lag of 3-4 months
Operation Phase (April 199 - 2030)
Air pollution Provision of ambient air quality monitoring Gjarat State Government
ncar the highway in the downwind direction through State Pollution
Coatol Board and SPV
lDevelopment of wvide green belt all along te SPV through PC
alinment within the ROW
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r easouay o1udyJor tle AhilteJuwahad-lUlaesana and xecutive Summary
Kadi-Ka/olt. sptr R)oad
Environmental Management Plan - Ahmedabad - Mahesana Highway Project
Environmental Issucs Actions to be Takcn (1998 to 2004) Responsible Entity
Noise pollution Minimization of usc of homns near scnsitive Traffic departmcnt and the
locations and during night timc with thc hcip Gujarat State Government
of signboards in propcr positions
1.6 Social Assessment - An lntroduction
Road improvement and construction involve expropriation of land and structures from the
current owners/users. Besides, the economic disturbance due to land acquisition (L.A)
the construction work may displace present economic activities within the corridor of
impact of the project. This will include eviction of any squatters add removal of petty
commercial structures/encroachments from the ROW forming part of the corridor of
impact. Expropriation of land, eviction of squatters and removal of commercial
encroachments may cause social disruption and economic loss for project affected persons
(PAPs) and their families. The economic losses for the project-include loss of a
commercial structure, access to economic opportunities, -or the loss of income.
Therefore, while implementing the project one needs to take into account these
disturbances anca losses due to the project, their impact on the socio-econornic living of
the people and plan for the rnitigation measures to minimise any negative advese
impacts.
1.7 Resettlement and Rehabilitation Policy
An R&R policy, encompassing the broad objectives and principles of R&R, categories of
the PAPs and their entitlements and institutional support for implementing mitigation
measures, is a pre-requisite for formulating an Action Plan. For this purpose, the R&R
policy as contained in the ESR of IL & FS formed the base for the RAP.
The IL & FS's R&R policy recognises the need to demonstrate its commitment to social
issues in each of its projects. In the context of social policy, the three cardinal principles
of IL & FS mentioned in its ESR are:
i) enhance the quality of life in and around the project
ii) prevent adverse social situation ; and
iui) mitigate possible adverse social impacts.
These principles are in accordance with the World Bank Guidelines on Involuntary
Resettlement (OD 4.30). The present project will also be- covered under the same
guidelines. The policy takes into consideration those within the 'cofridor of negative
impact' of the project. Essentially, they are in two broad categories,
* those with private ownership of land and other immovable-assets; and
* encroachers on government land and squatters within the corridor of impact.
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reasionuty. tuayJor thie Ahmedabad-Maitesuna and Executive Summary
Kadi-Kall lspur RoadI
1.8 Socio-Economic Profile
The entire process of formulating Resettlement Action Plan (RAP) was done in close
consultation with the PAPs.
As a prelude to the socio-economic survey, the consultants carried out .a verification
exercise of the entire corridor of impact of the project mainly to identify any structures
coming within the proposed road alignment. Most of the area within the corridor of
impact was found under private use for agriculture and commercial establishments
(essentially encroachers).
For this project report, as part of socio impact assessment, the consultants undertook:
i) verification of all commercial units coming within the corridor of impact for both
the Highway and the Link road and establishing their ownership;
ii) verification of agriculture lands to be acquired for the By-pass
iii) conducting socio-economic survey among the potential PAPs whose lands were
to be acquired.
iv) focus group meetings with affected stake-holders.
v) preparation of Resettlement Action Plan (RAP) in consultation with the PAPs .
1.8.1 Profile of Commercial Encroachers on Ahmedabad-Mahesana Road
Investments in Activity
Investment in Rupees Units
1000- 5000 25
5000- 10000 7
10000 - 15000 .-- 2
20,000 1
No Response _
Total 36
Majority of owners have invested up to Rs. 5000 in the activity which is primarily setting
up of a tea - stall or Paan-bidi shop, vegetable vendors etc. In the next category of upto
Rs. 10,000 investment motor-repair shops are included. The sole encroacher who has
invested Rs. 20,000 has the only totatly "Pucca" encroachment, where he conducts a
Cycle-repair business.
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W_,IAbm.i7 3-1/l1
teastiity .rtudy for tile Ahmedabad-Aiaizesana and Lxecunve summay
Kadi-Kalol spur Road
1.8.2 Compensation
Though 47 owners had been identified whose lands were to be acquired, for the proposed
Sertha Bypass only 44 families responded to the survey forms. The three families who
refuised to participate in the process, however had joined in the group discussions. In
their opinion the By-pass was totafly unnecessary and the problems on the Highway could
be solved by improving and strengthening the existing road itself. They were against the
acquisition of their lands.
Distributioni of families bv Gross Annual Income
Income levels (in Rs.) No. of Families Percentage
upto 20.000 I_ 25.Q
20,001 to 40,000 18 40.9
40,001 to 60,000 6 13.6
60,001 to 80,000 5 1].4
80,001 to 100,000 1 2.2
Above 100,000 3 6.8
Total 44 100
1.9 Reseltlenuent Action Plan
Break-up of Land to be Acqu ired for By-Pass at Sertha Village.
Owner No. of Plots Total Area Acquired in Ha
I Private -47 PAP families 69 9.54 (Approx.)
11 Govt. Shotha Gram 7 3.36
Panchavat/ONGC
1. PasLure land 063 ha.
2. Balwadi 1.5 ha.
3. Pond and barren land 1.105 ha.
Total 76 13 Approximately
Percentage of Land to be Acquired from Land Owning Families
Percentaige of Land to be acquired No. of Families
Upto 5.00 17
5.01 to 10.00 3
10.01 to 20.00 13
20.01 to 30.00 3
30.01 to 50.00 5
51.01+ 3
Total 44
Approximately 13 ha. of land has to be acquired from the villagers for the
construction of the Sertha bypass involving displacement of PAPs.
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t easib0t Žtuidy Jor thte Alhmedabad-Mahesana and Executive Summary
Kadi-Kalol spur Road
1.9.1 Entitlement
Entitlenment Framework for Village, Families and Individuals, affected by
Ahmedabad-Mahesana his way, Kadi-Chhatral Link Road and Sertha By-pass.
Type of Issue/impact Entitlement Entitlement and
Beneficiary rehabilitation measures.
1. (a) Loss of agriculture land 47 Land Owners in -Equivalent area of land or
village Sertha - Cash compensation at
replacement value.
.Rs.6,25,000/- per Ha. + 30%
solatium + 12% annual
interest.
(b) Loss of standing crops Same as above Cash compensation equivalent
to I year income for crops.
2. Loss of village land Community-Gram - equivalent area of land or cash
Panchayat at Village compensation at replacement
SerthaJONGC. value @ Rs.6,25,0001- per Ha.
+ 30% solatium + 12% annual
interest.
3. Loss of livelihood and Commercial -Alternate sites @Rs.200/- per
structure Encroachers! sq.mtr. and assistance for
Individual Unit Owner structure replacement
in ROW. (Rs.2,000/- per sq.mtr.
-36 units- -Organising skill training and
Ahmedabad- self employment programmes
Mehasana Highway for ensuring alternate source of
- 23 units - Kadi livelihood.
Chaltural Link Road. - Priority for setting up the
commercial establishment at
the service sites.
-Assistance for purchase of
tools of trades for improved
efficiency.
4. Impact on Common - Community / Village
Resources and facilities. Sertha Gram
Panchayat.
(i) Shifting of Balwadi (i) Construction of
Balwadimulti-purpose centre
with Campus development.
(ii) Acquisition of land (ii)(a) upgrading and
partly occupied village pond beautification of existing
village pond.
(iii) (a) provision of wall /
fence for safety of school
Scott Wilson Kirkpatrick Draft Final Report
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reasbility tudy Jor tIle A/mnedabad-A'la/esana and Executive Summary
KadIi-Kaloin ypur Road
children.
(b) provision of safe access
road to school.
(c) tree plantation to minimnise
adverse impact of noise and air
pollution.
(iv) acquisition of pasture (iv) identification and
land. development of alternate land
I for ensuring supply of fodder:
1.10 Budgetary Cost Estimates for Environment Protection and Resettlement Action and
Management Plan
Bud2etary Cost Estimates for Environment Protection
Sr. Item Particulars Assumptions Cost
No. I I (Rs.)
Initial Investment (Fixed Cost) _
1. Dust suppression at the site Rs. 500/trip x 10 40,90,000
and on haul roads trips/dayx 800 days
2. Provision of domestic Lunmpsum 850,000
sewage and solid waste
disposal at worker's colony
3. Landscaping Initial cost of 3,12,00,000
plantation
@Rs.600,000/km x
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 5 2
Total 3,60,50,000
Initial
cost
Provisional Budget for R&R Component
Sr.No Description Amount
(Rs.Million)
1. Compensation for land to be paid in cash of non
availabiity of cultivable land @ Rs.8,87,500 per ha 11.54
for 13 ha.
2. Compensation for commercial encroachers in terms 1.5
of resettlement and rehabilitation
3. Compensation for development of Posture, Balwadi, 2.00
Pond
4. Fees for NGO services (for 24 months) 1.00
5. Fees for M&E agency ( for 3 months) 0.45
Total 16.49
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Introduction
re U."MaLy a.uayjoyr mne AnmeaaOaa-Mlahesana and Introduction
Kadi-Kalol spur Road
2.0 INTRODUCTION
2.1 Background
The Ahmedabad-Mahesana road which links Ahmedabad with Mahesana, a major oil
town, north of Ahmedabad, has been prioritised as a strategic link by the Roads and
Buildings Department, Government of Gujarat (GoG), which needs to be improved in the
near future. The Roads and Buildings Department, Government of Gujarat (GoG) is
responsible for construction, operation and maintenance of roads in Gujarat. R & B
department of GoG is keen to widen/strengthen the existing Ahmedabad - Mahesana
Section of State Highway 41, including Kadi - Kalol link, on a commercial basis. GoG
has entered into an Agreement with Infrastructure Leasing and Financial Services Limited
(IL&FS) to develop, implement and operate this roads . The proposed alignment starts
from Km. 19 near Adalaj and ends at Km. 70.25 near Mahesana(Figure 3-2/1) . This
section of the highway is a major link between Ahmedabad City on one end and the oil
and industrial town of Mahesana on the other end. The stretch is highly congested
causing significant delays to traffic using the road.
A pre-feasibility study commissioned by GoG and IL&FS has established the preliminary
viability of the proposed project, including strengthening of the existing road and
widening it to a 4-lane road. Further, IL&FS, on behalf of GoG has conunissioned Scott
Wilson Kirkpatrick India Pvt. Ltd. (SWK) in association with Rail India Transport and
Economic Services (RITES), to undertake a detailed techno-economic feasibility study
and environment and social assessment of the project road.
2.2 Objectives and Scope of the Detailed Feasibility Study
The main objectives of the study (which includes traffic studies with preliminary
engineering for technical options, environmnental and social assessrnent) as defined in the
Terms of Reference (TOR) are:
* to carry out a feasibility study for the proposed road project to establish its
technical, environmental, social, economnic and financial viability, and
* to undertake risk identification and assessment, including risk analysis.
The technical studies involve necessary field investigation and surveys for
preparing prelimninary engineering design of the project and estimating the project
cost to a level of accuracy of +1- 10%. The environmental and social assessment
study is expected to prepare a well researched and documented environment and
social assessment report (ESAR) with due consideration to public opinion and
sensitivities.
The ESAR is to be prepared according to the principles and processes contained
in the Environmental and Social Statement of ILFS detailed in the TOR. The
social assessment report and the mitigation plans (Resettlement Action Plan
(RAP) and Indigenous People Development Plan (IPDP)' are to be prepared in
Scott Wilson Kirkpatnck Draft Final Report
3-2/1
S ~~~~~~~~~~UDAI
Tharad CV \..S'A1irA
Dantiwada ~ palsi
ante ~ho
am^_-r ~ ~ ain
Chuda ~~~~~ L g~~~pur BhurId~ ~ ~ & ~
Feasibifit; .'tiludr) I r the AhI,nedahadh la/cesaiiL' . tl IntroaucU on
Kuadi-KaIols par Roadl
accordance wvitlh the entiitlemiient framework defined in the TOR and the World
Bank's policies (O.D. 4.01, 4.20 and 4.30). The study also addresses the
requiremcents stipulated by thle Ministry of Environment and Forests (MoEF),
Government of India for environmental impact assessment of highway projects.
13ased on thc inputs fioiii tlhesc studics. tihc cconomiiic and liniancial viability of the
project is to be established and scope for additional revenue generation need to be
explored to make the project financially sound.
' Detailed inre.stigations diu-g the course f1 studv incliccated thal no indligenous people reside within and
adjoininrg pryecl azreta 17 L.i EX-1 thereoe dloes niot require IfPUD.
2.3 Specific Scope of Eiivironi:teit mid Social Assessmielit (ESA)
A 5 km radius area along the proposed and existing alignment is considered for the study
of various environmental attributes in general. For detailed studies an area within 1 km
distance on eitlher side of the alignment is considered.
The broad scope of the study is:
* to conduct a literature review and to collect additional data relevant to the study
area;
* to undertake environmental monitoring so as to establish the baseline
environmental status of the study area;
* to assess the impacts on environmental attributes due to the construction and
operation of the proposed project road including the impacts of quarrying
operations on the existing environmental status of the area;
* to prepare an Environmental Management Plan outlining the measures for
improving the environmental quality and budgetary cost estimation for
implementation;
* to identifIy critical environmental attributes required to be monitored subsequent to
the implementation of the proposed project; and
* to integrate the Social Assessment (SA) study report documenting major social
issues, consequent risks and the suitable action plans with the EA report to
prepare the Environmental and.Social Assessment Report (ESAR).
2.4 Project Road
The projcct road is part of State flighway No 41 located in the State of Gujarat. It runs
approximately northward from the biggest city in the State, Ahmedabad, to Mahesana, an
important oil town, approximately 71 kms to the north. The project road comrnences at
approximately km 19 and passes through the towns of Sertha, Kalol, Chhatral, Nandesan
terminating south of Mahesana at about km 70.25; a total length of 51.25 kms. The Kadi-
Sentt Wikson Kirklptrick Draft Final Report
41timW d"ldup lam dw'.1"W07 .13-2/2
tPUasIDo#it .hui JrJor thlLe Ahmedahad-AMahzesan arnd Introducion
Ka;l-kIKaI.vxpur RmuIsl
Kalol spur road commences at Chlhatral and runs north west, a total length of 11.5 kms
(Figure No. 3-2/1)
2.5 Study Approach
Reconnaissance survey was conducted by the consultants to identify the major
environmental and social issues. Accordingly field surveys were undertaken to determine
the ambient air quality, meteorological conditions (concurrent to the air quality studies),
water quality, ecological status, noise levels, soil characteristics, prevailing land use and
collection of data on existing industries along the project road.. The field studies were
supported by data collection from secondary sources for meteorology, land use. hydroggeology
and socio-economic aspects. The sampling locations were identified on the basis of:
* predominant wind directions in the study area as recorded by Indian Meteorological
Departmlent (INID) at Alimedabad,
* existing topography and location of surface water bodies like ponds, canals and rivers;
3 location of villages/towns/sensitive areas;
* areas which represent baseline conditions and pollution pockets in the area;
* accessibility, power availability and security of monitoring equipment; and
* collation 3nd analysis of secondary data on baseline conditions for various
environmental attributes.
The field studies were conducted for a period of one month to determine the existing
conditions of various cnvironnicntal attributes
* the social assessment focused on an assessment of the social impact of the project,
identification of issues and consequent risk. in the resettlement and rehabilitation
of PAPs, and to outline measures to mitigate any negative impact of the project.
2.6 Policy, Legal and Administrative Framework
2.6.1 IL&FS Policy Framework
IL&FS is committed to provide value added services in its mandated areas of operation.
The institution believes that improved access to efficient public infrastructure necessitates
synergy between prudent use of natural resources and meeting people's concerns. This
attaining environmental and social viability through consultative process is an integral part
of the business operations of IL&FS. The overall goal is contribution to sustainable
development. To achieve this, the Institution commits each project to the following three
cardinal principles:
Scott Wilmon Kirkpatrick Draft Final Report
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r uan.ii,lil .wuu"i',v{r r.'i .-lIju,,wa#hfnt ,AIaie surr w/ Introducujon
AKifi-Aahlspu ..lr Ri4,I
icnhiancc (IualitV of Iiiie and environnient in^ and around the project area by
c(Olscrvinug iiaiiiral resotirccs andl aldrecssig tile lcgitinate concerns of relevant
stakeiholders. especially project allected persons;
* prevent adverse environmental and social situations; and
* mitigate possible adverse environmental and social im1pacts.
The ESAR has been prepared by the consultants within this policy framework of
IL&FS. It also addresses the legal issues on environment and social aspects
applicable to the project.
2.6.2 Key Environmental Legislation
Thle proposed project basically being, a hiighiway and bridge project, can be classified as
Category A as per the categonrzation of the projects developed by The World Bank on the
basis of the potential environmental impacts if the project involving new highways, roads and
bridges pass through or near environmentally sensitive areas.
The principal Environmental Regulatory Agency in India is the Ministry of Environment
and Forests (MIoEF) New Delhi. MoEF formulates environmental policies and accords
environmental clearance for the large projects (sector-wise listing done by MoEF).
Many State and Central legislation hiave a bearing on environment. Laws on "environment
protection" can be broadly classified in terms of focus areas vi:.,
* Pollution;
* Natural resources; and
* Linkage between pollution and natural resources.
The status of key environmental legislation in India is given in Table No. 3-2/1.
Scott Wilson Kirkpatrick Draft Final Report
j . 3&hwdiapIam.dwY~o47 3-2/4
Ruili-A 'tl. /lt .qwtXs-l¢/r Risuil . 18wo1rSlltthuxl-lst//c^ltwsl * tt1listtroducaion
};Kadi-,Kh)tisl.v1Yr Roadti
_ _- _ -- -- T:able No. 3-2/1
I%.cv I'.tl i ruauaul ieiil L cgisI:ato m _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Nan,. .%cope and Objcctive kie Arcas Operational Agendes/key Players
Wdatr (Ircaoition and I o provide Ibr tiprevaotis n Controls sevage ansd Cotitral and State pollution Control
CtLmrol oIplilutiLxl aid La,itrol olfaater idu.tznai ciluent disdiarges Boards
Aa.t 1974) polltini anid hanuacig tie
qualitVails watc_
Atr (I revaotmln anid 'I n provide lor the prcvasiKui Ctwitrohtli. 0ia.iXns Iot air Caetral and SLate polluticii Ctiuitrol
Control ol-polluiiaol and cumtrol ol air pollution polluttts Baards
Aa. 1974)
1u'r. t a.t. 1927 1 o %xilsofikidt apiloirtiu n *i1 Rupliales alxe to natural StatC gvC mnknnt: f.ras s3tdiuWtt
.wn.ua> p. *..styv sod,i as r.a.airnra: st:mtc has a olliemas
liurcsts rnaui.!ntilv riglit over land;
I%uQ4 0Cst'wavatul a ' Is, lial; laidia's rapid lk usnutlin ts1 dcrl-aurvattin CUILtral gov"rncnrit
A.. 19X0 deforcstatin and resulting and using frcws for non-
__nvirmiiumtal d.'oadatitn lfave purpose ,
W ildije l'rotcilao A. T o proteac wildiile Creates protuAcd arces Wildijie advason boards; central zoo
1972 tnatiwnal parldssanctuaries) authorities
caltgones ol wildlife which
are nra.xed
invnn'alnlst lPrtstm lo provide 1 r iie prot soitn An unlivulla egikp atial; Ceatral govrnntan nodal agascy
,A. 1986 and inipromumiont or supploni nts pollution laws MoEF: can delega:e pownm to ste
I Finvironkxuit d,annant of Environmnat
frce ur:Liove. .JKtn1 a(InJa Puhbiceatonsh
As per the notification from the MoEF dated 27" April, 1994 and amendment dated 4"'
May 1994, expansion or modernization of any activity shall not be undertaken in any part
of India unless it has been accorded environmental clearance by the central government in
accordance with the procedures specified in this notification. As per the procedure,
anybody wlho desires to undertake any project in any part of India or expansion or
modernization of any existing project, a detailed project report which shall infter alia
include an Environmental Impact Assessment (EIA) report needs to be submitted.
Accordingly, this EIA report for the proposed Ahmedabad-Mahesana Highway Project
has been prepared for the perusal of MoEF to assess the environmental feasibility of the
project.
The MolF. tl: ouglgs. has the overall rcsponsibility to set policy and standards for the
protcction of cnvironmcnt along with Central Pollution control Board (CPCB). This
includes air. noise and water quality standards, and the requirement for the preparation of
Environmcntal Impact Assessment (EIA) statements for developmental projects. These
sta.ndards are of significance for the proposed project.
2.6.2.1 Ambient Air Quality Standards
Ambient Air quality standards have been notified by t4e CPCB vide Gazette Notification
dated I I'h April, 1994. Table No. 3-2/2 details the amblent air quality standards.
Scott Wilsnii Kirkpatrick Draft Final Rcoprt
| \~ gs _kdAt.api.ma.ks il 3-2/5
lC.dihiliil .nSuIdi Ji'r ihlk ./lhhtltiltJba,I-.,IlaW.%'IIaI and I:ttroductio,t
Kadi-Nahol x,ntr Rloadt
Table No. 3-2/2
Naltionmal Allbieut Aii- Qualitv Stan.dards
1'|111l1:alt ,\8-~~~~Aernelwile ( 'ovicentr lion wint' )
l'inue Indurial MaM R,iidaitial Saesitive Arc:
Conimercial Arca
itpliLtir dktlxileC (So.) .\1jiikii 11 X( 60 IS
24 it-dirs 120 80 30
OxiJoi o,1 Ntrn go (;is N(o.) Annumual X)) 60 15
24 1itn,rN 120 80 30
StipoLidei PariTu3bte !I;ur (SPi :Innu:l AI 360 140 70
21 lInrnn 4tHI 211t) ItN)
R{,,r:opiral:uhilliilaIe MIaU:L ( Ht P) 6initial 1 2t 60 50
24 hotin 150 100 75
LA=d (il'h) Annal 1.0 0.75 0.5
__ __ __ __ __ _ __ __ __ __ _24 hlt-A s 1.5 1.00 0.75
CJrih S, l.\I-u.,(..(CO) N Ilitru; 5M)( 2000_ 1000
____________________II hour IINOI) 40U) 20001
Note: In the absence of specific Indian standards. WHO standards have been referred. Since one
houriv Indian standard for NOx is not available, one hourly average WHO standard of 400
zgrn has been considered for NOx.
2.6.2.2 Ambient Noise Standards
Ambient noise level standards have been notified by the MoEF vide Gazette Notification
dated 26thi December 1989. It is based on the 'A' weighted equivalent decibel noise level
(Lq). These are presented in Table No. 3-2/3.
Table No. 21323
National Ambilent Noise Stanidards
Arca Cdie c:alegmny of /uilS Limits 1 in dB3(A)
)Dav- Night
A Industnal 75 70
B Coniuncrial 65 55
C Kcsidintial 55 45
1) Silcilcc ZoIIC 50 40
* a)v Ihnc is troain 6 aum to 9 pm
Silkrnic zone is deCiniLxl as arca up to I100 mX crs arouiid prumnis orlhospilals. ciucatioial inslitutions uld
cowurts. U of velmiclc horus, loud ckcrs avld tiunting of c racks arc bunmtd in thcsc zs.
Land Acquisitioni for Road Iniprovement
All Land Acquisition (LA) for any public purpose in the state is govemed by the Land
Acquisition Act (LAA) 1894 amended in 1984. It is a Central Act and empowers the
Govemnment to acquire compulsorily any Land not owned by it but is required for public
utility. The LAA applies to those with legal entitlement to land and structure thereon.
2.6.2.3 Movement Of Hazardous Cihemicals
Movement of hazardous chemicals by road is governed by Central Motor Vehicle Rules,
1989 (rules 129 through 137). Besides regulations and precautions to be taken while
transporting such goods, the rules stipulate availability of a Transport Emergency Card
(TREMCARD) with the driver of the carrier which shall provide infornation on
Scott Wifimn Kirklpatrick Draft Final Report
spa d&fi-daapIundnc6y5. _
. .............. , .a. snu*. UDIF-,888j{.r.sf Ittn Introduaion
&Xadi-Kithp/quittr iHowdl
hazardous nature of thc chemical carried and also precautions required to handle
cniernelicies sucih as spillage and fire. The carriers are also expected to prominently
exhibit warninug si-ns to inform the public about the hazardous character of their cargo.
2.7 Orgainisationi of Report
The Environment and Social Assessment Report (ESAR) has been organized with
reference to the ESAR format given in IL&FS TOR (Annexure - III).
Section I - Executive Summnary
Sectioin 2 - lntroduictioni
This chapter provides backgroundl infomiation of the project, brief description and objectives
of the proiect. description of the project road, scope and methodology of the study. It also
provides information on key environmental legislation and the standards relevant to attributes
of concern in tne project. Legal aspects related to the land acquisition. construction and
operation of the project are also discussed.
Sectioni 3 - Project Details
The details of thie project are presented in Volume I of the Report. This chapter briefly
presents the background information on the project altematives evolved through engineering
design considerations. The suggested alternative - "The Project" - based on these
considerations is discussed in tlis chapter giving its major components. The design standards
and construction methods are also included. Traffic projections are also summarized in this
chapter.
Section 4 - Baseline Environmental Status
This chapter presents the methodology and findings of field studies undertaken with respect to
ambliient air, water, soils. noise levels and ecolog to define the existing environmental status in
the area;. It also presents the meteorological conxditionis wlicil goverin the air quality impacts, a
major concem during the construction and operation of the road. The location of industries
along the existing road and the existing land use is depicted based on a reconnaissance survey.
Other relevant secondary data are included on geology, hydrology, hydrogeology and ecology
from published information.
Section 5 - Impact Assessment
This chapter details the inferences drawn from the environmental impact assessme of 'he
project" during construction and operation phase. It describes the overall impacts of the
proposed proiect and underscores the areas of concern which need mitigation measures. A
sumiiiiary of the construction and operation phase impacts are presented employing the matrix
methodology. An analysis of alternatives is also provided in this Section
Scott Wilmin Kirkpatnck Draft Final Report
3-217
- " * ." "'L "Mi I4Iid*Jbi#4Ii. Ulift introductlin
Scetioei 6 - ELnironinicit Mlalunageieit Plan (ENMP)
Tihis chaptcr provides recominiendations for Environmental Management Plan (EMP)
-including landscaping for minimizing the neeative environmental impacts of the project.
Environniental mionitoringD requiremiients fbr eflictive impleimientation of mitigatory measures
during construction as well as operation of the project have also been delineated along with
required institutional arrangvements for their implementation. Budgetary cost estimates for
mitituation measures are also brought out. Risk assessment (though presented in detail in
Volume 4) is included from the environmental perspective. Action Sheets are given to facilitate
implementation of the EMP.
Section 7 - Social Assessmenit - An Introdtctioni
This chapter higzhlights the need for a resettlement action plan on the background of the
proposed project.
Section 8 - L'iiid Acquisition Procedure and Entitlement Framework
Issues related to the land acquisition procedure under the Land Acquisition Act (as amended in
1984) and the Resettlement and Rehabilitation (R&R) policy are discussed. A framework for
entitlement is also given.
Sectiou 9 - Socio Economic Profile
The approacih and methodology adopted for carrying out a verification exercise and a socio-
economic survey to formulatc a Resettlement Action Plan (RAP) in consultation with Project
Afiected Persons (PAPs) is delineated in this chapter. The findings of the detailed socio-
economic survey are analysed in this chapter as a prelude to the RAP
Section 10 - Resettlement Action Plan
The details of the RAP are discussed with respect to land acquisition, R&R of PAPs, and
strategy for implementation
Section I1 - Institutional Arrangements
The details of institutional support. monitoring and evaluation, implementation schedule and
budget are discussed herein.
Annexures
Appendices are included at the end to present the detailed data collected during the course of
the study.
Scott Wilsion Kirk-patrick Draft Final Report
3-2/8
3
Project Description
,."**** j . 4. ,.--- I,d4:44 JMddi*,,j ;z*41* L.%'AI"# ai,^@.u rIrJJL.C i.'e.iL7piao"
Kadi,ji-K,iI"I spar Road
3.0 PRO.JFECT I)ESCRIPTION
3. I Project Details
The i\dlii;lid-Nialie; itoad (Si I-4 1) isa .1 IIajol lilnk betwCet Ahlmedabad City nild
Mahesana. Whilst the road passes through agriculture areas, there are numerous
industrial units existing along the road. The project road runs a total length of 51.25
Kms. A 1 1.5 Kml long Spur from Kalol to Kadi takes off from this road at Chhatral
village (Fi,,ures 3-2/1 and 3-3/1). The project includes the streng-thening and widening
of the existin, carriageway to 4 lanes and widening as a single carriageway of the Kadi-
Kalol link road to 2 lanes. At Km 10 on existing Ahmedabad - Mahesana Road, the
road to Gandihiiiagar forms a T junction. National Hig.hwav 8C crosses the alignment at
Km 18 followed by a railway bridg;e at Km 19. Northwards, the roa-d at Km 22 passes
through agriculture land and Sertha village. Here the existing alignment is poor with a
reverse curve within the village. A new by-pass about 2.5 Kms long is proposed to the
west of the village. At Km 28, a by-pass to Kalol Town commences and a four lane,
dual carriageway, starts immediately after this. At Km 31, a road leading to Vijapur on
the National Highway No. 8 at Himatnagar forms a Y-junction. The Chhatral-Kalol
industrial belt starts from Km 36 at Chhatral Village which forms a Y-junction with the
Ahmedabad-Mahesana Road.
Bcyond Clhilatral the vehictilar traffic reduces and the industries and otiler activities on
either sidc of the road is relatively spread out. T'he road passes through Nandesan town
at Km 49 where there is another link to Kadi town. At Km 69, there is a railway
crossing. Immediately afterwards, a staggered junction occurs with the road to the west
goin, to Bcchirajee and that to the east to Himmatnagar. A four lane road commences
at Km 70.25. Apart from the above major intersections these are about 40 minor
intersections (village road crossing). A 60 meter ROW exists for most of the route
while in case of Chhatral-Kadi road spur the ROW is 24 meters.
On the Chhatral-Kadi road spur the ROW is 24 meters. The alignment is winding in
parts with a ROW of some 24m. There are a number of industrial units throughout the
road length. There are also a number of junctions with narrow roads leading off to
Rajpur and Anakhol at Km 3 and to Karannagar at Km 5. At Kadi there is a staggered
cross-roads. To the north is the road to Nandasan and to the south, to Sanand. The road
surface throughout the 11.5 Km stretch is of asphalt concrete, generally in fair
condition.
There are four rail crossings on this road namely:
* at Km 19 (grade separated)
* at Km 26 IFFCO crossing
* at Km 33 lcvel crossing
* at Km 69 Mahesana crossing
The railway crossing at Km 19 is over road while at Km 26 it is level (IFFCO crossing).
At Km 33 the road crosses a single track railway line with poor approach visibility in
Scott *ilson Kirkpatrick Draft Final Report
sp wAUW%, ,,, Zw"ivX.1**7 J-31/1
MAHESANA
Road to -R oad to Himmatnagar (end ot project road)
ONGC Nagdr
LEGEND
l-- LINK
\)(2 LINK NUMBER
Road tO Dangarva
Nandesan
Kadi Raipu\
Chatraal
Road to '
Sanand Kalol
0)>< 6 andhinagar
2 rkSertha
(0\ .. NH5C
beginning Ot project road
Adalaj i(between NHDC L the rly)
kilometre 5 0 5 t0
Scale I
STUDY LINKS
FIGURE 3-3tl
r c..'iYamalUJ .ijo r flu. ,iunlwaana-f1jgiwSana rToject Description
Kuadi-Kaidu/ x,mr RoadI
agricultural and industrial activity. The number of industrial units that abut the road is
about 37 of 'wicih niore than 10 are major factories like Nirma, Torrent and IFFCO.
T'he terrain throughout this section is flat and the road is mostly on embankment. The
- road surface throughout the 51.25 knis of Alimedabad-Malhesana link is of asphalt
concrete and is generally in good condition. As reported earlier, at Chhatral, the road
proceeds westward for Kadi. The alignment is winding in parts with a ROW of some
24m. rhere are a number of industrial units throughout the road length. There are also
a number ofjunctions with narrow roads leading off to Rajptir and Anakhol at Km 3 and
to Karanna-ar at Km 5. At Kadi there are staggered cross-roads. To the north is a road
to Nandesan and to the south. a road to Sanand. The road surface throughout the 11.5
Km stretch is of asphalt concrete, generally in fairly good condition.
3.2 Analysis of project Alternatives
The feasibility of the project road depends to a great extent on the level of service
offered by the alternative routes and the overall journey times on these routes. In this
respect. an attempt has been made to discover the overall journey time, condition of the
road in terms of the riding quality, the number of traffic lanes, the width of the road, and
from environmental angle on alternative routes.
3.2.1 Main Carrigeway
Prcsently two possiblc altcrnativc routes appear to exist one on the cast and the other on
the west of the project road. The staning point of this survey is considered from Adalaj
as thiis area is very close to the Km 19. Adalaj is a land markl emerging as a focal point
for different directions of movements as it is directly linked with Gandhinagar, Sarkhej -
and Alhmedabad.
The following are the locations / roads through which the alternative routes travel. (see
Figure 3-3/2)
Possible Shortest Alternative Route No. I (West - Blue)
* From the intersection of State Highway (SH) No. 41 - State Highway leading to
l3cchrajee
* State Highway leading to Bechrajee Road, Two lane carriageway.
* Road leading to Jotana, sinigic lane carriageway to Kadi town.
From Kadi, the road leading to Sanand is a two lane carriageway touching Thor
at a distance of 63 km from Mahesana.
* State Highway starting, after Thor and running to Satnala some 3 km from
Sanand.
Scott Wilson Kirkpatrick Draft Final Report
.vu, d0ap2m D"7 '-3/2
Ot . %u. l
t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Alt
60,A.8,2,,,;_}rl°t -11 5lp llt IL46RDoblou e.,,, ,-v
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..... ** , .,,,,,,,,, ,,,ULai,tdtitt*-IIj tillt.% 4 WM1 rrlijccl lJ.ecripison
KiIi-KahII .4spur l,tal
* Road takes a right angle turn at Satnala running parallel to the railway line for
some distance and touching villages like Ambli.
. This road meets National Highway No. 8C.
* National Highway (NH) No. 8C to Adalaj.
* A total distance of 124 kms.
The journey time on Alternative Route No. I was recorded as 2 hours 40 minutes. to
travel a distance of 124 km. The !eneral condition of the highway was fair with a two-
lane carriageway width throughout except the section between the State Highway
leading to Bechrajee Kadi and passing through Jotana (see Figure 3-3/2). The latter
section appears to be a major District Road with only a single-lane bituminous
carriageway having 2m shoulders on both sides. The NH 8C forms a significant portion
of the route varying from a 2 lane to a 4 lane road with a high quality surface.
Possible Shortest Alternative Route No. 2 (East - Orange)
- From the intersection of SH No. 41 near Mahesana and SH No. 55 leading to
Himmatnagar.
- SH No. 55 to Rampura Intersection
* SH No. 73 starts from Rampura Intersection and passes through Gojaria Kherva,
Mewe etc villages.
* StI No 71 starting from Gojaria and proceeds towards Boru and crossing SH
No. 138.
* SH No.' 71 to Gandhinagar.
* Road from Gandhinagar runs towards National Highway No. 8C.
* NH No. 8C to Adalaj.
* A total distance of 75 kms.
Journcy time as recorded on this altemative route is I hour 39 minutes to travel a
distance of 75 km. The condition of the road is fair with a bituminous surface
throughout and offers two lanes for a major patt of the route. About 6 km of this route
falls within NH No. 8Cv with a high quality road surface.
From the Environmental point of view there is considered little difference between these
altemative routes.
3.2.2 Service Roads
In order to ensure safe and efficient movement of traffic on the project road, it is
extremely important to provide service road facilities to segregate local and through
Scott Wilson Kirkpatrick Draft Final Report
ff p ="dWcbW2=wA=.V. 1473-3/3
- * ..... . , J.., in.. t,, iUJ.e&U*fj -Aun 1 rrt,J,a JJ:au Dn
Kadi-Kalol spur Roadl
traffic. The decision to provide service road facilities depends to a great extent on the
landuse characteristics, location of industrial/commercial/residential activities along the
project road which would be responsible for the generation of traffic. As this project
road stretches for a lenoth of 51.25 Km from Km 19 to Mahesana compfising seven
links characteristics, the service road demand would be related to the above mentioned
parameters. Based on the origin-destination of traffic observed on each link of the
project road, the traffic flow on each service road for each link has been estimated as
presented in the Table No. 3-3/1.
Prcsently, the demand by traffic for access to road side facilities is being met by access
direct from the existing road. When the project road is upgraded to a four lane divided
carriageway, it will have to maintain a high level of access control in order to ensure
design speeds on the main carriageways are achieved. It is, therefore, extremely
important to plan and design the service roads and median openings to satisfy both the
local traffic movements as well as the through traffic.
Keeping this in view, six service road options have been considered (Figure 3-3/3 & 3-
4/4).
* Option I A A four lane road made up of a 7m wide strengthened existing road
plus an additional new two lane 7m carniageway together with a total
of 28 Kms of service roads located both sides of the main
carriageways at selected locations.
* Option I B As I A but with a total of I I Kms of service roads located both sides
at Kalol Township.
* Option IC As IA but divided into two construction phases. (a) Phase I being of
18 months duration between 1-4-98 to the 30-9-99 covering the
section from Km 19 to Km 35 and (b) Phase 2 of 24 months to be
constructed between 1-1-2002 and 31-12-2003 covering the section
from Km 35 to Km 71.
In the case of these three options toll collection will take place from all motorised
vehicles at four Toll Plazas situated at Km 20 and Km 68 and at the beginning of the
Chhatral and Nandesan Spur roads.
* Option 2 A four lane road made up of the strengthened existing road plus a new
carriageway together with service roads extending both sides for the
complete length of the project road.
All commercial vehicles (trucks, buses and LCVs) must pass through
the main Tolls at Km 20 and Km 68 in this system. Non commercial
traffic, however may enter the service roads around the main Plazas at
Km 20 and Km 68 and travel from one end of the project road to the
other without payment. Should they enter either main carriageway.
however, through a minor toll (6 of which are proposed) they will be
charged.
Scott Wilson Kirklpatrick Draft Final Report
3-3/4
TOLL CONST RE.ARKS
Dz o
> I.-
w a-
tr 0
EXISTING RAILWAY
EMBANKMENT
r G _S -*| ||A IA OPEN SYSTEM
MTP \ ~ ~ ~ ~ ~ ~~~~~SR M4C MTP
IFFCO CROSSING IROOI
BEING CONSTRUCTED
PROPOSED-
IROBI
STP STP
KA LOL|
A 1B OPEN -fSrE14
NIP [McRMMP
EXISTING RAILWAY
EMBAHKMENT
PHASE-2 A1.1.2002- 31.12.20031
f ~~~~~~24 M ON T H S
/PHASE-1 II.L. 55 20AIII PROPOSED
+ | ~~~~1T MONTHS STP A S1P IROBI
OPEN SfYSTEM4
ofuTr \ t = b - l " | 2 [MC my \A IC TWO ;4ASES
I ~ ~~" TEMPORARY TOLL PL^AZ
IFVCO CROSSING IRO81
BEING CONSTRUCTED
CHAINAGE Is 20.5 IMTPI 36.5 ICHHATRAL JUNCTIONI £15 INANDESAN JUNCTIONI 65.S IMTPI 70.25
N341(143 , . . I I I I
n030 g0o so 60 70
TOLLING AND
CONSTRUCTION OPTIONS (Sheet I ot 2)
(SCHEMATIC) Scott Wi(son Kirkpatrick (I) Pvt. Ltd.
TOLL CINST RE-MARY.S
LU o
EUBAN111E . , . , ' ' ' ' O1 Z
MtBtsPET -J4E VtAY POINT * .z
t~IO N7 1TP[ S1,C . ,ROPOSEC lR031 0
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B 2 CLOSED SYSTEt
'MT' FOR COME A FFCO CROSSING IROSI
ICLES PREI'ENTED EXIT FOR COMMlERCIAL BEING CONSTRUCTED
VEMUCLES PREVENTED CO0MI14 VEHICLES COMM. VE HICLE 5
PREVENTED PREVENTED
ENBANXW rPROPOSED IROBI
SYXST
_____________________ -___--_'_;_,_-___---____ _-_ _= A 3A O. -ER SYSS EI
- 47 Lv R..MC MTP
EXISTING rENTRY FOR EXIT FOR C6MM.
RAYWAY COMMUtat> tIFFCO CROSSING IRORI ,VEHICLES
EMBANIQ4EXT- VEHICLtS BEING CONSTRUCTE. PREVENTED PROPOSED IRO91
/}( XPREVENTED STSTP _ A . O
A 33 OPEN SYSTEM
m1p 1IC - LpPS MTP __
VEXIT FOR CONKTED ENTRY FOR COMM. LEGEND:
rxCIaES PREVENTED . VEHICLES PREVENTED MTP -Main Toll Plaza
IMAGE s 20.5 IMTPI 36.S-ICHNATRAL JUNCtION). 4.S-INANDESAN JUNCTIONI 6B.S IMTPI 7025S Secondr Toll Plaza
K14) L I I -1 -t L f r - _. 2 t _L ' ~ ~~~~~~~~~~~~~~MRTP- Minor Tioll Pla:za
20 30 so 0 70 MC - Main Carriaceway
SR -Service Road
TE: Commercial Vehicles PS Paved Shoulder
are Trucks, Buses, LCvs.
TOLLING AND
CONSTRUCTION OPTIONS (Sheet 2 of 2)
(SCHEMATIC)
Scott Wilson Kirkpatrick (I) Pvt. Ltd.
* .. .. -.- I.... rrojeca jit:ecLrptoun
Kadh;-AaInI .pur Roiad
* Option 3A In this lavout the dual carriagewav has service roads on both sides but
which commence aller the main tolls at Km 20 and 68 and thus all
traffic whether commercial or non commercial must pay a toll.
* Option 3B This is similar to Option 3A except that service roads are replaced
with a 3m wide paved shoulder. All traffic pays at the main Tolls at
Knm 20 and Km 68.
TARLE No 3-3/1
1Trafric Volumes Link wise on (IIe Service Rloads
LiOkI I
Year )aily Traffic AADT
Niode\TrafiC 1996 2005 2015 1996 2005 2015
Car 77 154 261 97 197 333
Scooter 43 92 160 49 104 182
Auto 7 15 25 8 17 29
Trucks 38 69 109 64 117 183
BicVCcles 77 81 89 130 136 149
Animal Cart 9 9 9 15 15 15
Total Traffic 251 420 652 363 586 891
'Itotln PCUS 329 535 808 .507 805 1197
Linki 2
Year Daily Trafic I AADT
Mode\Traffiec 1996 2005 2015 1996 2005 2015
Car 43 87 147 55 III 188
Scooter 296 631 1096 337 719 1251
AUto 352 710 1201 417 842 1424
Tnrcks 132 243 380 224 411 643
BiCycles 54 56 61 90 408 102
Animal Cart 33 37 37 56 62 62
Total Traffic 911 1764 2922 1179 2553 3670
TOtal PCUs 1233 2165 3362 1806 3246 4714
Link 3 .
V'ear Daily Traffic AADT
Mode\Traffic 1996 2005 2015 1996 2005 2015
Car 899 1815 3068 1148 2317 3917
Scooter 1874 3975 6939 2138 4536 7919
Auto 132 267 451 156 316 535
Trucks 730 1339 2095 1237 2268 3551
BicvCICS 77 81 89 130 136 149
Animal Cart Q Q 9 15 *I 15
Total 1Trafric 3722 7486 12652 4824 9588 16086
Total PCUs 4269 8198 13392 6269 11893 19259
Link 4
lYear Daily TraffMc AADT
iMode\Traffic 19961 2005 20151 1996 2005 2015
Scott Wilson Kirklpatrick Draft Finial Report
_d~~~~~~.x.81~~~~~~ 3-3/ 5
j ' A""s'"!.4"c4' ji" 'asia orrJe'c JJwripLsOn
Kusli-Kalol spur Ro Ij,l
TABLE No 3-3/1
Traffic Volumes Link wise on the Service Roads
Car 12 24 40 14 30 51
Scooter 50 107 187 57 122 213
Auto 9 18 31 10 21 36
Trucks 9 17 26 15 27 43
Bicvcles 656 689 761 11041 1160 1281
Animal Cart 14 14 14 22 22 22
Total Trafric 750 868 1058 1222 1382 1646
'ITotal PCUJs 5(9 597 730 826 949 1139
Link 6
Year Dailv Traffic _ AADT
Nlode\Traffic 1996 2005 2015 1996 2005 2015
Car 32 64 107 40 81 137
Scooter 78 166 290 89 189 330
Auto 9 18 31 10 21 36
Trucks 41 76 119 70 128 201
Bicvcies 774 813 8Q8 1303 1368 1511
Animal Cart 37 37 37 62 62 62
Total Traffic 971 1174 1482 1574 1849 2277
Total PCUs 886 1094 1384 1452 1761 2193
Linil 7 .
Year Daily Traffic _ AADT
NtiodeXTraflic 1996 2005 2015 1996 2005 2015
Car 187 378 639 239 482 815
Scooter 72 153 267 82 174 304
Auto 29 58 98 34 68 116
Trucks 23 43 67 39 72 113
Bicvcies 67 80 88 112 134 148
Animal Cart 14 14 14 22 22 22
Total Trafric 392 725 1172 528 952 1518
Total PCUs 4641 789 1224 663 1096 1672
Table No 3-3/2 shows the service roads proposed in Option 1.
TABLE No. 3-3/2
Service Roads at Dilferent Locations
West _ East
Chainage Length Chainage Length
A. rTvxv Rued of 5.5ni rivm 26.5 ht 4.5 km A. Saviix Road u5..5m ium. 26 Km to 5 Km
311.0 ni~ 31_______ Kai_ _ __ _ _
UI. Siia Road uf3.5m jIn 34.5 km to K.5 Km IL S&Tviw Road o 3.5m rum 34.5 KIn IL5 LSK
43 n Kmto 43 Km
C. Smixw Road or 3.5m irhn 69.5 Km ti (.5 Km C. Se;vic; Read of 3.5m Inun 69.5 Kin I Km
710 Km tso 70.5 Km
1 X1 13J; Fim~~~~~~~~~~~~~~~~~ I-LS K
Scott Wilson l;irkpatrick Draft Final Report
_331r7 3-3/6
* - .*. . J- - ~ ...d.~..144al ad,dIi (~t~iti.iME
Kai;aJ-Kidid 1 vr R bvad
3.2.3 Sertha Bypass
A dual carriageway bypass (Figure 3-3/5) sonic 2.5 kIns long is proposed to the west of
the Sertha Town to take all through traffic out of the town. As an alternative it has been
suggested that a circular system be provided comprising a single carriageway westem
bypass around Sertha Town for northbound traffic whilst the south bound traffic makes
use of an improved existing carriageway through the town itself which however is not
the recommended option due to several reasons as provided below. The following points
arisc fi-omi thtis latter alternative:
1. The bypass would need less landtake. Length 2.5 Kms. Width dual carriageway
= 35m. Single carriageway = 23m. Thus saving in land (2.5 x 1000 x 35) - (2.5 x
1000 x 23) = 30,000m2 = 3 Hectares.
2. The cattle culvert which is proposed across the bypass will be shorter in the
single carriageway case 25m - 13m = 12m saving.
3. The project road has been designed for 100 KPH, thus through Sertha Town
where there are a number of narrow sections between buildings it will, becuase
of local traffic movements be necessary to improve the horizontal and vertical
alignment and to provide where possible service roads. It is estimated these
service roads, located both sides of the main cariageway will be a total of
approximately Kms 2 long.
4. Providing a main carriageway through Sertha, with traffic travelling at a high
sp-ed is likely to cause more accidents than on the bypass itself which lies in
open country.
5. The noise and exhaust pollution will. if the traffic is allowed to pass through
Sertha steadily increase. This will effect particularly the people living alongside
the road. By building a bypass such pollution will be moved away from high
density habitation.
6. Because of the local traffic and pedestrian movements Sertha will need to be
treated similarly to Kalol and the provision of an underpass, possibly two, built
to allow traffic movements from one service road to the other.
7. The purpose of the bypass was to relieve the town of traffic (some 28,000 pcus
per day two way at present). Wliist providing a single carriageway through the
town will temporarily relieve the through traffic by eliminating the north bound
stream by the year 201 1 traffic will have increased to over 35,000 pcus per day
in one direction, in excess of the present traffic. The case for using the existing
road as a ,iiaini carriageway whtilst iiitially attractive will gradually become less
so as more congestion occurs occurs within Sertha itself.
8. On the basis of a single carriageway one way system the distances travelled to
reach ones destination will increase. A vehicle coming from Ahmedabad and
Scott Wilson Kirkpl)atrick Draft Final Report
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PROPOSED A L I C.NM5NT 7
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wishing to go to Sertha Town will now have to travei to the northern end of the
bypass and the turn southwards into Sertha. If the vehicle has to travel over 4
kms more than previously. A similar situation will occur with anyone wishing to
travel to the northern end of the bvpass from the Mahesana side. They must
travel through the town of Sertha enter the bypass at the southern end and travel
northwards almost the complete length of the bypass to their destination.
9. The difference in cost in building a single carriageway bypass including a cattle
culvert and relurbisihing tihe existing road adding service roads including an
underpass(s) through Sertha when compared to a 3..5 km dual carriageway by
pass as proposed is considered small. The bypass as proposed, however, will
confine Sertha to local traffic movements reducing both accidents and pollution.
The town itself relieved of progressively higher amounts of traffic can be
developed for local traffic movements.
10. The advantages of Sertha town being developed without a hioth speed
carriageway being built through it together with the associated savings in
accidents and higher pollution outweighs any initial advantages in providing a
single carriageway bypass. The case for building a dual carriageway bypass in the
first place is therefore particularly strong.
3.2.4 Changes on the Vertical Alighment due to Severance
It may be necessary to move some of the public utilities to make provision for the road
improvements. In general terms it is not anticipated that the relocation of these essential
scrvices wvill causc spccific problcms. I lowcvcr. it is possiblc that the location of the
opticle fibre cabics. or piplines were not located at their reported depthis. It they are
shallower than the reported depths they may delay construction works. It is unlikely that
this potential problem would be identified until construction workls have commenced. If
shallower depths were found, the easiest solution would be to amend the vertical
alignment. However, on the basis of the reported information available, the potential
problem is not anticipated as major. Thie result may be some slippage or modification to
the construction programme.
3.3 Existing Traffic System
The Mass transport needs of Gujarat state are currently met by buses, trucks, and taxis.
At present, there are three mechanised modes of transport: Highways, Railways and
Airways. The higlhways play an important role in transfer of man and materials to and
fro as well as witliin the state. The total number of registered vehicles in the state have
increased from 4,58.504 in 1980 to 32,20,276 in 1995 (Table 3-3/3) . Similarly in
Mahesana district, where most of the project road lies, the total number of registered
vehicles hiave increased from 95.978 in 1991-92 to 1,50.225 in 1995-96, as per the
records of Regional Transport Office of Mahesana (Table 3-3/4). The bus system is
operated by the Gujarat State Road Transport Corporation, Ahmedabad supplemented
by private operators. Similarly, goods traffic is mainly transported by public and private
operators.
Scott Wilson K;irkpatrick Draft Final Report
sp_tsChdup2bo3eX1.47 3-3/8
r ut.wolJIIIv .:a4EIv Jor Ijil .-i unw:.aunua-ig jaglww u na rr?0JEa( sAiCrCIpSAIJf
Kadi-KanI spur Rotdl
Table 3-3/3
Numbiiler or miotor Vehicles ltegistered il Gujalrat
S.NO CLASS OF VEHICLES Ason 31st March Ason 31st
October
198) 1985 19941 1994 1995 1995
I Motor cvcics 241165 566813 1257826 19001389 2109897 2252558
2 Autorick shaws 31S53 52861 ' 98917 127807 137335 143003
3 Jccp 14328 22110 33796 48168 51750 54999
4 Motor Cars (Tlhrcc and 52817 82836 141584 200205 222049 239864
Four wzhccis
5 Taxi Cabs 2896 6354 *9069 25308 27581 27875
6 Passcngcr Buscs 10)997 16933 19768 24944 26798 27454
7 School Buscs 2(6 217 243 287 301 318
8 Privaic Scn'icc Vcihicies 751 1472 2027 2882 3026 3104
9 Good Vcuicic (including 44392 76015 119461 178612 198187 210301
Tcmpos and three wheeler
vehicles)
to Trailcrs 25461 5(0853 67828 92624 102428 109119
11 Tractors 32492 61400 85386 120951 134479 144063.
12 Ambulances 575 912 1285 1611 16701 1709
13 Otchers (including policc 1371 1969 3154 5194 5665 5909
i.ans) _
Total Z48504 9140745 184(0344 2728982 3021166 3220276
Source: Commissioncr of Trmnsport. Gujaram Statc. Abmcdabad
Table 3-3/4
Statement Showing the No. of Vehlides Registered in the Office of
Regional Transport, Mahesana, Gujarat State during the last five
Finianacial years
YEARS
S.NO TYPES OF VEHICLES 1991-92 1992-93 1993-94 1499-95 199.-96
Motor Cvclcs & Scooters 34534 34316 45501 52487 61532
2 Mopeds 9893 10710 11779 12988 14520
3 Autorickshaws 4955 5465 6282 7015 8112
4 Jccps 6473 6992 747(0 7967 8749
5 Three whcclcd motor cars 68 68 68 69 64
6 More than th=c wheeled 4243 4706 5394 6099 7005
motor Cars
7 Taxi cabs 1768 2227 2662 2850 2406
8 Passenger buses 87 127 234 306 329
9 School Buscs - 7 7 7 7 7
hi Privc Service Vehicics 171 181 2104 219 233
II Police vans 65 (6 68 68 69
12 Trucks/Carrcrs 7578 8002 8525 9156 9923
13 Tankers 309 349 385 423 450 _
14 Tcmpos 357 422 502 529 798
15 Otihr light goods vehicles 1.347 1370 1419 1445 1 46
16 Trailers 1(3397 11202 12082 12916 13982
Scott Wilson Kirkpatrick Draft Final Report
.-~~~~~~~~~~- /
rea.miI2LWI .r,Jiiffl'r L' a,la,inwRro-jeiuIze. UHI Proj ect Descrnpion
Kadi-Kulol sptr Roioad
Table 3-3/4
Stanneeni Sho"ving tbe No. of Vehicles Registered in the Office of
Regional ranlsp)ort, Niallesania, (Gsjamr:tt State dulrinig (fie last five
Fi.iamiacial years
Y'EARS
S.NO TYPES OF VEHICLES 1991-92 1992-93 1993-94 1994-95 1995-96
17 Tmctors 13526 14938 16278 17853 19850
is Ambulanccs 69 77 82 82 87
19) Olhcr vchiclcs 1311 179 197 2111 250
Grand Totl 959781 10640(4 I 1914X) 132753 150225
The vehicles plying on the project road include all types of vehicles like Buses, Trucks,
Cars, LCVs, Autos and Scooter/Motor Cycles. The project road not only caters to the
local regional & out of state traffic but to traffic generated from outside e.g.
Ahmedabad, Gandhi Nagar and Mahesana districts.
The road surface is in satisfactory condition despite being highly congested. A number
of industries were eqtablished alongside the project road especially during the past
decade which have added firther to the traffic movement on this road.
3.4 Future Traffic Projectiotls
This study indicates that average traffic growth rate in the study areas is of the order of
1v0% per annum. Traffic growth rate at different locations vary and generally range
from 3.87% to 8.83% lor cars, 3.87% to 7.26% for buses, 3.18% to 7.5% for trucks,
and 3.87/o to 9.53% for scooters / motorcycles. The traffic growth rates for each block
of five years upto 2030 are presented in Table 3-3/5. The Projected Traffic Volumes in
the present year, in the years when the existing two lane and the proposed four lane road
reach their maximum capacity and in the ultimate year 2030 are presented in Table 3-
3/6. As per World Bank norms absolute capacity (PCU's per day ) of 2-lane road is
35,000 and of 4-lane road is 1,10,000. The different links reach their maximum capacity
in different year. The PCLJ factors recommended by the Indian Road Congress(IRC) are
presented in Table 3-3/7.
Table 3-3/5
Trafnic Growth Rates
Year Car Scooter/ Bus Truck
M.Cycle
1996-2000 8.83 9.53 727 7.5
2000-2005 7.55 8.07 6.27 6.55
2005-2010 6.12 6.50 5.32 5.32
2010-2015 4.66 4.97 4.36 3.86
2015-2020 3.87 4.11 3.87 3.60
2020-2025 3 ;.87 3.87 3.87 3.18
2025-2030 3.87 3.87 3.87 1 3.18
Scott Wilson Kirkpatrick Draft Final Report
s>^¢"'< ~~~~~~3-3/101(
. .Aoject Decscription
Ad,Ii-A: sInI spur Rviasd
Table 3-3/6
Lizikwvise Projectedl Iraffic Volutimes
LinkJ Trafric Volumic Ycar
1. 27027 1996
36444 2N)W
110192 2024
. ~~~~1.336f; 20)30}
2. 27736 1996
34707 1999
112686 2024
138177 2030
3. 25922 1996
_ 5214 2(X)
109128 2024
134596 2030
4 31283 1996
3638X 1998
112739 2020
159154 2030
5 10)620 1996
35489 2017
_56241 2030
6 22334 1996
34468 2002
________ 1)X6 2029
__________ 113982 2030
7 21-048 1996
i _________ 134420 2(X03
_____________ 104323 2030)
* in the prcsent ycar, 1996,
* in the years when existing, 2-lane road and proposcd 4-lane road reach its maximum
capacity and
* in the ultimate year 2030
* As per WB norms absolute capacity (PCUs/day)of 2-lane road is 35,000 and 4-ane
road is 1,10,000.
* The different links reach their maximum capacity in different years.
Table 3-317
PCU Factors as Recommended by IRC
PCU Car Scotter/ Auto Truck I Tractor Cycle Horse Buloc
Motor Rikshaw Bus Trailor Rikshaw Cart Cart
Cycle/
- . - ~~C ycle _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Factor I 0.5 1 1 I 3 4.5 1 1.5 4 C 8
Scott Wilson Kirkpatrick Draft Final Report
ap_Mbdm.p2mdmnX3I~7 33/11l
A " .ii A4Mi ..... j,Ar MLC . . . ..(... ,Uu rr'ijL wrtp*wf
Kadi-Kaol oispr Rotil
3.5 Project Activities
Tile project envisages the following main activities. namely
* Building a new 7 m wide carriageway on the west side of the existing road,
approximately 51 Ikm long. Where possible the existing road has been retained for
strengthening. However at two locations detailed below, the new carriageway will
have to be built on the eastern side of the existing ROW.
1. At Kmi 49.6, lor somle 500 m(icirc or so, thc ItOW is only 3740 il wide. *I'his
hias resulted in insuflicient widthi remaining between the western ROW edge and
the existing road to provide a new carriageway on the eastern side of the existing
road with the need to cross the existing road in two places.
2. At Km 62.6 a tight horizontal curve (180 m radius) has revealed a similar
situation. In this case in switching the new carriageway to the east a larger
horizontal curve (approximately 330 m) has been inserted.
* Building service roads commencing with the east road followed by the west service
road, 28 Km in all,
* Reconstruct parts of the existing road prior to strengthening,
* Strenghliening the existing carriageway (7 m wide) over a distance of some 51 kms.,
* Buildin- access roads between the service roads and carriageways and between the
new and existing carriageway,
- Extend existing drainage structures under the new carriageway and service roads
throughout the alignment,
* Build three cattle crossings, consisting of 3 m wide by 2.5 m high boxes, situated at
Km 22, Km 40 and Km 52,
* Build two underpasses 4m wide by 2.5m high between service roads on the Kalol
bypass at Km 29 and Km 30,
* Build two underpasses 3 m wide by 4.5 m high through the railway embankments
and road works,
* Construct 4 Toll Plazas, two large and two secondary Toll Plazas,
* Build a bridge over Railway at Km 69 including approach embankments and road
wQrks.
* Provide new railway gates and lights at Km 32.8
* Strengthen Chhatral-Kadi Road, provide 7 m carriageway with 2.5 m wide
shoulders, 1.5 m paved.
The construction work- is likely to be completed in two phases. Phase-I commences in
April 1998 and will take 18 months to complete while Phase 1I commences in January
2002 and will take 24 months to complete. Construction of Chhatral Kadi link will take
6 months and commence immediately on completion of Phase II (Figure 3-3/6).
Scott Wilson Kirkpatrick Draft Final Report
3-3/12
CONSTRUCTION PROGRAMME OPTION IC (Phase 1I
VAtaTI1 CObHtENTS
TA -- |^tt |"| tItt I| "I|^|||@ ||
I MobItee aeup Sk. offices --_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
2 Sall Ed qo E S C8tsriey4Saw Roaes - _ _ Set out est carnag.evay f(mt. tollo_ed by east Service Roads Finally west Servite Roads
S Uadsrpaae 2 No. T underpasses to be sited near Kalot Township
4 Cato Ct OeIeg I N"a (Sht" _ype__ One at Seitha Bypass
S Oparkhe h _ _ . 4 Km 11 2. C orlcwnceeelon__ej _obe undertaken by ftailways
S lCtiut"IRollmyaCroauing TO be undertaken by Itaitways, and Cansess*.oa;re
_ Ctvattts d l t£S * itio o Uko _We 1_ N i__a_ _--- _-
C.emeSba alE Oerrbsewqr sad SAW bruise bade ~~~ ~ ~ ~ ~ a o obeexenedRbuldon xitig uer ad ep,ofekstn siutue
D Sub"o Wttttt Co rrit tagaway I -I
11 rhO"wzc _ _ = {d t _ = 1 _ _ _ _ 8 _ _ I4 d fAW Nozw main carriagewfay including Serth Bypass Open to .ecby I at February 1999
12 2esse WesiCans ___a_o_a_
13 WeenniCalve tAC Wed CtC _wo KD IF | -- -
IS Subgrede E&W Sarvce Noada
ii Sub-abe" EaW Servvtc Roads&
I? ease E8W SerAce Roadt N _ A Ws Sv RIads
IS Bass OEM EAW SsrvIca Roeas= 4
1 Wasntng Cvem AC EAW SevIc Roads
20Malnlennce d ewei road ---I1
21 Rebuild etsbng road Existing tcariageway
22 Stlraottlanina itinr Carrdapa_y D_3 _ f It Existing cartiageway
23 Straigtt E xtgSiohnj Carrta5eirri AC Exiistin ocarriageway Open to traftic or- 1-iO-i999
24 tPotazs 2e _. .l One large. One lemporary
25 Tric uignts a signs j _ _ _T:allic signat gales at Railway Craostng 9 warning signs thro.-,hout
1:_ Mremae t!jrri wulisoa
CONSTRUCTION PROGRAMME OPTION IC (Phase 2)
fAOf4TH Yew .tl COMMENTS
TASK I AFUAMI1,A a 4* 0 3 SMinAU Jagii 053* a0 MA
ROAD FROM KM 36.0 TO KM 70.26 5 I _
I Moblle " UV su c* Oices
2 Set o Works E Ca*'apwar A _WVO _lOSf _ _ 4i 4t o.4rSeo t carIa ges ay irwty folkw.c by *al Serv oe Roads Fna2fy well Servie Roas
3 Ctb Ctossongs 2 tJob 04 k 4 and km 52
4 BrIdge Cit N t(Rw nbaclet £ COrtewio) Complete in 2 years To to urdertaken by Ralways and Conseil onsie
5 C ets& Mttom Oridge S0 No. 50 No to be extandeS Repak of OeNs" t'uCtureal
_ Centhibuen e4 W Catsggvt tt 5 W rliti Roadst 4 ___ 1 _:1____ -
rerlviok _ w _aft- _It - i -- -o7
, Subsdst won -arrlsg.v__
a Subbse Weu Cantagewa
t tAse Wmt Cam.ge__ay Newv main cairrywaV Open to b1 irc lby Ist Febtuary 2M3
I I Wearki Course AC West CarIgwayw
12 EafllwmdrIE lWVVerslcefRoads
'I Subgro EIVW S.__t_ Peed_
14 Sub-banEI 1W Sevce Roads J _
S Bass E IW Se5AN Road _I I I INe Esst a Wt Sx Roact
Is Base CIMI SAW somice PoM$o
17IW*Weaki Course AC LSAW ser*emad
1t Maktence d n u rad - - - - LL 124 44+1
20 Rngt hxnkig d _1 f _- Oe. ,Ixistinggcafnagswa
20 SIF91lninsEltig Camn -VoB OS _4 _ f{|1"l if- bat ~-- E __ ing ca,nIagaway
2 Strenguening cstn9yAC Eitgcagnageway opento traffnican011-0 _C
22 Tral P4n$ 3 N 1 A sig-o large, two small and nsrrew bmPOr ry of$'& Km 35
23 Ttff sqtaenls asnss I I r.A 4 T ffl _ . , 4__Irnic I-onit golt of tRsgwlv Crosn-I1 ILwing ogns throughout
_CHMATR^L KMN ROADll ___.. s+ }tL_I
24 MottlIn seup see offic
25 RefurbIsment of Satetba Cutaerl
26 Eathwork on e__tei side of Cwey
27 Subgrd end Sand _tmpleted by 3u0204
23 Weamr Course- AC
SO Traff| SIgnals V s3igns - Th.
W, M_ntsd _r
†4 fCJ 444 4..#{8 .444J &~4dd- j--f S*4 b~d '4 ' - .1 .
fadiul-Xedalllsputr let}{ad
Phase I consists of the section from approximatelv Kml9 to approximately Km 35
including 13.5 of service roads. Phase 11 is from approximately Km 35 to Km 70.25
(South of Mahesana) and includes 14.5 kms of service roads.
The prourammc in Phasc II inclucdes a bridge over the railway line at Km 69. It is
assumed that the Railwavs will supervise and arrange a contractor to do this work. The
latter is likely to take the total construction period of 24 months, thus it needs to be
commenced within the first 3 months of the construction period.
Throughout the alignment there are 65 culverts (pipe and slab) and two minor bridges to
be extended under the new carriageway and service roads. In addition there is a need to
repair some of the culverts. along the existing road. One culvert needs reconstruction.
Work on culverts and minor bridges will be a continuous process in both the
construction phases.
In addition to the above structures in Phase 1, the following must also be built. Two
underpasses 32 m wide x 4.5 m high through the railway embankment at Km 19. These
are for non-motorised movements and they will provide access to such traffic through
the embankment without having to make use of the new dual carriageway facility.
Two underpasses consisting of 4 m wide x 2.5 m high reinforced concrete boxes are also
proposed at Kalol town (Km 29 and 30) in Phase I constructed from service road to
service road to accommodate cars, autos, motorcycles, cyclists and pedestrians.
Additionally three 3 m wide x 2.5 m high reinforced concrete boxes are proposed as
cattle crossings at Km 22 (Sertha bypass) in Phase I and Km 40 (Indrad village) and Km
52 (Vadpura village) in Phase II.
Two large Toll Plazas will be constructed one at the southem end in Phase I at
approximately Km 20 , and the other at about Km 68 south of Mahesana in Phase 11.
Two secondary plazas are at Chhatral in Phase I as it enters the SH 133 and the other
near Nandasan in Phase II on the road to Kadi will also be built.
A temporary Toll Plaza to cover traffic entering and exiting the system under Phase I
will be constructed at Km 35. This will be removed on the opening of Phase II.
Throughout the construction of the new works west carriageway service roads etc. the
Concessionaire / Builder will be responsible for maintaining the existing carriageway
prior to strengthening.
3.6 Plant I Equipmenit to be used
The completion of the work programme will involve a two shift system of works. The
list of the plant I equipment expected to be used is shown in Table 3-3/8.
Scott Wilson Kirkpatrick D)raft Final Report
3-3/13
, *w A*d'^* j.* .*4*4*1,1 ,E*RS **J4 . IZIJud'If¢#SS##tbh4Idi Dt'.Wj #Ej - r-rrotec iiesripstun
Audi-fal ard.vpurr Roat(d
Tal)e No. 3-3/8
List of PlI:n/ICtiuipcnl it exp CCICd lo be used
Generators Damper/Tippers
Compressors Survey Equipment
Water Tankers Water Pumps
Motor graders Vibrating- Rollers
Smooth Wheeler Rollers Scrapers
Dozers Excavators
Ag,re!,ate Crushing/ Screening plant Pugmill for mixing of wet mix macadam
Tandam rollers Hot mix plant of minimum 40 Ton
capacity
Plavers finislher witlh electronic sensor Meclhanical Pavers
device
Bituminous sprayers Mechanical Sweepers
Bitumen Boiler and sprayer. Concrete mixer with weigh batching
facilities
Concrete vibrators Dewatering pumps.
3.7 Material Requirements
The following materials will need to be procured:
(a) Eartliworks - fill. Because of the depth of pavement this is likely to be
relativcly small
(b) Watcr
(c) Subgmde material
(d) Sub-base - Granular Material
(e) Aggregates for cement concrete
(f) Aggregates for base wet mix macadam
(g) Aggregates for base Dense - bituminous Macadam
(h) Aggregates for wearing course - Asphaltic concrete
(i) Cement
(j) Reinforcing Steel
(k) Bitumen.
In the case of (c), (d), (e),(f).(g) and (h) the materials will need to be crushed at a
quarry, transported and stockpiled near the project road. It is estimated that 1.5 million
cubic meters of aggregates will be required of which some 30,000 cubic metres may be
stockpiled near the project road in each phase, sufficient for 14 days work. Possible -
locations for stockpiling are between Km 33-34 in Phase I and at Km 50-51 in Phase
11.
Quarries are located at Himmatnagar and Chitrasani 73 Kms and 85 Kms respectively
from the nortlern end of the road. Additional quarries are located at Vadagamn and
Watrak, however, these are some 105 Kms from Kalol. It is considered that the
contractor will haul crushed material from quarries to a location for storage where he
Scott Wilson Kirkpatrick Draft Finil Report
pddwa-w. 538^ WIM3-3/14
- -.~ ...l.... .. . ..S...
Kadi-Kalol spur Road
will set up his plant for production/manufacture depending upon the various
requirements of the project. It is suggested that the llant for the production of materials
iiiigi.t be sited betwccn Km 33 and Km 34. Thlie guidelines for storage of construction
- material, upkeep of haul roads and sitting of alphalt paint is covered under the
specifications for road and bridge works (IRC publication). Figure 3-317 indicates the
exclusion zones where labour camps, asphalt plant, plant yards and materials storage
would not be permitted. The guidelines for storage of construction materials, upkeep of
haul roads and sitting of asphalt plant is covered under the specifications for Road &
Bridge works (IRC publication)
3.8 Construction Schedules
Construction work of Ahmedabad-Mehesana Road including Kadi-Kalol link will be
completed in two phases. First phase is of 18 months approximate duration and Phase
II of a 24 month duration. However, the actual time taken to complete the project will
also depend upon the availability of funds and material. The construction schedules are
presented in Figure 3-3/6.
Scott Wilson Kirkpatrick Draft Final Report
3-3/15
macnesnan
oaLcl tno\
Eechor ",XI\
r.ood tn --rod tn llimrmintnnn -o (enrJ or prrn rCt roQci)
rIFJr: !NJ. giut I'l y I ., ,, , 1 ,
Ut kri' /U
Toal PLaza (km 681
rood to
Nandosa Dangarva
Ka ,ran Rajpur
I rood to hatrvhatrl
I Soncnd roci to tKrroad to Himnatnogar
- Sonand ;, road to Vijapur
road to Sanand * Gandhinagoar
IFFtD RIy crossing
ertha Toll Ptaza (km 201
Rly cross8
Ing or orolect roId
tz %eteen NHSC 19 the r(y)
I .
IAonetreS O 10
Scale I
Q Exclusion zones for -
labour camps, asphalt plani, plant yards.
and materiat storage
* ~~~~~~~~~~~~~~~~~~~I
Indicative map of project road L
Ahmed FIbad
FIGURE 3 -3 /7
4
Baseline Environmental Status
lgi-A4###-tftl Avlfr l£R(hil
4.0 BASELINE ENVIRONNIENTAL STATUS
4.1 liitrodtictiou
This Section incorporates the description of the existing environmental setting in the study area
for the project wvhich extends upto a distance of 1 km on either side of the aliinment for
conducting detailed studies and 5 km on either side of the alignment for collecting data f*om
secondary sources. The total length of the project road is 51.25 km which begins at km
19/000 and ends at knm 70/250 of Ahmedabad - Mlahesana state highway.
Reconnaissance and survev of the study area was carned out by the consultants team in the
month of October, 1996 for the selection and finalization of the sarnpling locations.
Monitorine for ambient air quality, noise levels and continuous monitoring of NOx, CO and
HC levels during peak- traffic periods was carried out at various locations at selected sampling
'requcncies. Traflic count studies also tformed a part of the field surveys which were helpful in
correlating tile monitoring results. Surveys were conducted for assessing the ecological status
along the alignment.
Identification and prediction of impacts fomis the core of an Environmental Impact
Assessment (FIA) study. Base line description. which involves collecting data on the
existing status of the environment helps in identification of impacts. 'I'able No. 3-4/1
presents the overview of methodology adopted for primary observations in the project
area.
TABLE No. 344/1
MIETIHJODOLOGY A DOPTED FOR DATA COLLECTION
MIETEOROLOGV_
Parameter Instrument Frequency
Wind Wind Vane Every hour/continuous
Direction
Wind Velocity WVind Cup Every hour/continuous
Anemometer
Cloud Cover Visual Observation Every hour/continuous
AIR QUALITY_
Parametcr Instrument Frequency IS codc
SPM HVS 8 Hrly 5182(P-IV)
S02 HV'S 8 Hrly & Peak Value 5182(P-11)
NOx HVS 8 Hrly & Peak Value 5182(P-VI)
HC GAS Clromatography Internnittent 51S2(P-XII)
CO liodine Pentaoxide Intermittent 5182(P-X)
NOISE QUALITY
Parameter Instrment Freqtienev
Noise Noise Level Meter IHourly Monitoring
Scott WVilmn Kirkpalt rick Draft Final Report
, \ ~~SvW&dl3"dL%-1r dM /
At l(l-t ^(litit quiZlr 1<101411
'1.2 Phiy'.siogriaiphy
'I'lic projcet arca lt,ulls Linder thc two districts namely (Ciandhinagar, and Mahesana of
(iujarat State. 'I'he Adalaj to Sertha section of the road is in the district (Gandhinagar while
Kalol to Mahesana comes under Mahesana district. Both districts form part and parcel of
the fertile plain of North Giujarat. The terrain is almost plain. The cumulative rise and fall
varies from )0-5 rn/Km in the project area. T'he project area is mainly covered with recent
lorillatioii aild consists ol' coarse sand, minor clays, silty sand stone and minor sidertic
claystonc.
The project road has been divided into' 7 links as shown in T'able No.3-4/2 and Figure 3-
3/I, on the basis of variation in traffic volumes and other physical characters.
TABLE 34/2
LINK WISE DIVISION OF THE PROJECT ROAD
Link Km Description Length in Kms
Km 19 to Km 22 3
2 Km 22 to Km 28 6
3 Kni 28 to Kni 31 3
4 Km31 toKm36 5
5 Chhatral to Kadi 11.5
6 Km 36toKm48 12
7 Km 48 to Km 70.25 22.25
4.3 Meteorology
''he micro-meteorological parameters regulate the transport and diffusion of pollutants
released into the atmosphere. The principal variables which affect the micro-meteorology are
wind speed, wind directions; atmospheric stability, inversion conditions and topography of the
area.
'llie Indian Meteorological Department (IMD) broadly divides the year into four seasons as
under.
* Winter season - December to Febnrauy
* Pre-monsoon season - March to June
* Monsoon season - June to September
* Post Monsoon Season - October to November
Meteorological data collected from secondary sources (nearest IMD station) provides long
term data which is good for averaging purposes, while the data geneated at site is usefil to
characterise the meteorological conditions prevailing at the time of the survey.
-Irior to site observations. meteorological data for Ahmedabad for the month of October
1995 was collected from India Meteorological Department, Ahmedabad and is
summarised in Annexure 1. A wind rose diagram was prepared from this data to
Scott Wilmmn Kirkpatrick Draft Final Report
3412
Audi-halal sllister l(ould<
determine the wind frequency and direction (See Fitture 3-4/1). Meteorological data was
also recorded in the project area during the month of October. 1996. More details on
meicorology aie presentcd in the tollowing sections.
4.3.1 Meteorological Survey at Site
'[lie methodology adopted for monitorini, surface observations was as per the standard norms
laid down by Bureau of India Standards (BIS) and India Mieteorology Department (IMD).
Meteorological station was set up in the project area at Kalol in October 1996. Hourly
data was recorded for 30 days for wind speed, wind direction and cloud cover and is
summarised in Annexure 11. A wind rose diagram has been prepared from the recorded
data (Figure 3-4/2). Winds are generally light to moderate. The observed wind directions
were mostly from ENE and ESE and SSE. Skies were mostly clear during the sampling
period. 'I'he meteorological data from IMD) has also been collected and analysed. Based
on these Wind Rose diagram has been prepared for the observed data and that available
from IMD, and a comparison indicates similarity.
4.3.2 Upper Air Data
T'he upper air climatological data assumes significance as the assessment of air pollutants
dispersion is influenced by these conditions. The nearest station recording upper winds, is
Ahmedabad and the same data has been presented for the analysis. Following data categories
have been covered:
* ground based inversions
3 elevated inversions
- mixing heights
Data for the occurrence of ground based inversions is available for 00 GMTr i.e., 5.30 am and
12 GMT i.e., 5.30 pm for Ahmedabad. Ground based inversions tend to prevail more at 5.30
amn in post monsoon and winter seasons (November - March) and least in the monsoon period.
In the evening, however, the ground based inversions are almost absent.
Elevated inversions at Ahmiedabad whose base starts at heights below 100 m tend to occur
more at 5.30 am in the months of October and Febnrary - April. 'I'he same are almost absent
in the evening at 5.30 pm.
Secondary data on mixing heights for Ahmedabad compiled by Mr. B. Satyanarayana,
Department of Meteorology and Oceanography, Andhra Univerity are available for morning
at 8.30 am. The mean monthly mixng height is the least in the month of December (90 m)
while it is highest in the month of August-September (210i m).
ScoItt WilVAti Kirk,.atick Dr)tfi linal Relmort
Sp WAf-daCIL.# &MqMew 34/3
N
NNE (10 *l)
R~~~~~~~~~~~ ENE (1 3.5 /o)
NNW (5.4 'o)
WNW (6.9th) Xd
WSW (4%h) ESE (6.2 *l)
S(2 1) SSE (2.48/)
~1 SSW (3.301.) SOURCE: 1 MD DATA
rn calm 1- 8-12 13-18 k m/hr
WIND ROSE DIAGRAM FOR OCTOBER, 1996
N
NNW (4.9°1o) NNE (3.31%)
ENE (12.91.)
WNW (6.6%)
NW NE (2O6 .1
0sw
(2.3%)(oS.A(
(2.6 Oh) SE SE5(57th)
SSW (7 5%/) \ESE
f ~~~~~~~~~~~~~(20.3 010
SSE (15.2 *)
SOURCE: RITES DATA
Calm
34-7 8-12 13-18 k m /hr
WIND ROSE DIAGRAM FOR OCTOBER, 1996.
FIGURE 3-4/2
AUIJI-rAI'l .%/nsr tsglt
4.4 Air Quality
'I'he baseline status of the ambient qualitv has been assessed through an ambient air quality
- monitoring network. The desiLn of monitoring network in the air quality surveillance
progranune has been based on the following considerations:
* meteorological conditions;
* topography of the study area; and
* likely impact areas.
Location of the ambient air qualit) monitoring stations were selected on basis of the wind
pattern recorded at IMD, Ahmedabad over past years to represent upwind and downwind air
quality status with respect to the road. Locations were selected to represent highest impact
area due to road traffic or to represent background concentrations and for model calibration.
Ambient Air Quality Monitoring (AAQM) stations were set up at four locations for sampling
SPM and NOx at eight hourly interval. 'I'he locations of the selected AAQ stations and their
environmental setting is given in the T'able No. 34/3 and Figure 3-4/3.
TABLE No. 3413
_______ Details of Ambient Air Qualitv Monitoring S tations
S. No. ' Lecation Name Sampling Cntena and Distance Einironmental Setting
Fnrquency from
RoW
Monitoring carried out using hligh Volume Sampllers
I Watcr Park (Near 8 liouriv and I houriv 37 At the top of one of the
Mahcsana) peak hour samples for and buildings of Water Park
SPM. NOX and SO2 87 Comparatively less polluted
continuously for 3 days area.
in dow nwind dircction at
a distance of 50m and
Mlin from thc ccnire of
the road.
2 Chhatral 8 hourlv and I houriv 37 At the top of Hotel Amirus.
Y- Junction Kalol peak hour samples for and This location is indicative of
Junction SPMI. NOX and SO, 87 high polluted am as it
continouslv for 3 davs in expericn=cs a heavy tmair.
downwind direction at a
distancc or 50m and
RIWm from the centrc of
the road.
3 Scrtha Villagc 8 houriv and I houriv 37 On the tcrrace of Gram
peak hour samplcs for and Panchavat Building. This
SPM. NOX and SO: 87 localion is indicative of high
continoushy for 3 davs in polluted arca as it cxperiences a
dounnind dirmction at a hcavy rarelc & requn traffic
distancc or 5om and congMslions.
MOin from thc ccntrc of
the road.
Scott Wilson Kirkpatrick Draft Final Report
~U.SkaIIA&dL1.. dnoflel 34/4
MAHE SANA
I/ ~~~~~~~~N
Road to Road to Himmatnagar (end of project road)
ONGC Nagdr
*-U WATER PARK
Road to Dangarva
Nandesan
Kadi Raipur
Sanand Kalol
GRAM PANCHAYAT Gandhinagar
Sertha
. . . (SN~~~~~~~~~~HtC.
beginning of proiect road
Adalaj t(between NH BC L the rny)
I Legend
U Ambient Air Quality
I Monitoring Statations.
1
Not to the scale Ahmedabad
LOCATION MAP OF AIR QUALITY MONITORING STATIONS
FIGURE 3-4,r3
4 Sirillta iF!p.iss s hourh a:nd I hmutrh 37 oin thc top Of Ihghii Sclhool
rp:lk hotir satipics for anid Building. I bis location was
SIPM. NOX and SO, x7 coitsidcrd awayv from nmaor
continoilsiv ror 3 dav;s in xonrcc. of pollaliiotu to providc
downwind dircction at a back ground air qualitv in ilhc
distancc of 50wii from thc rcgion.
centrc of the road.
'I'he High Volume Sampler (HVS) in combination with gaseous adjustment was used for
collection of samples for SPM, SO2 ,& NOx. Hydrocarbons (HC) and Carbon monoxide>
(CO) were monitored and analysed with the help of 'Gas Chromatography' and 'Iodine
Pentaoxide' methods. Keeping in view the wind direction the High Volume Samplers
were installed in down wind direction at 50 m and 100 m from the ROW. The results
obtainced lor 8 lhourly average for air cluality monitoring at different locations are reported
in Annexure Ill and peak hourlv averages are presented in Annexure IV. 'I'he observed
concentration of total hydrocarbons and carbon monoxide are given in Annexure V. T'able
No. 3-4/4 summarizes the daily average (24 hour) SPM and NOx monitored results. 'T'hese are
depicted in Figure 3-4/4.
TABLE No. 3-4/4
AMBIENT AIR QUALITY NIONITORING RESULTS
(24 hourlv Averages)
S.No Location Distance from Wind Direction SPM S02 NOx
Centre of Road (m) (ug/m3) (ug/m3) (ug/m3)
I Water Park 50 Downl Wind 66.03 5 29.7
I_____ =_________ =100 Down Wind 108.2 5 26.4
2 ClhliatraV 50 Down Wind 225.4 5 77.8
_Kalol Jtinction ion Down Wind 4R4.33 5 77.77
3 Shertha Village 50 Down Wind 904.31 5 57.87
100 Down Wind 342.13 5 49.22
4 Shertla Byepass 50 Down Wind 468.8 5 47.3
l'he maximum concentration of SPM was observed in Sertha being 1405 jg/cum and
minimum at Water Parkl being 16 pg/cum. This variation is due to the variation in the
traffic pattern. it should be noted that the average SPM concentration is also high at
proposed by-pass at Sertha being 575 jig/cum, and may be due to the combustion of fuel
in the village for various activities. 'I'he minimum, maximum and average concentration of
SPM, NOx, S02, HC and CO are summarised in Table No. 3-4/5 Ambient concentration
of S02, NOx, HC and CO are within the limits at all the three stations when compared
with the set standards available in Environmental Protection Act (1986) as reported in
T'able No. 3-2/2 (Section 2)
Scott Wilson Kirkpatrick Draft Final Report
t7.i*R-hk7.71 ~ ~ ~ ~ 11 5
,MAHE SANA
,' N
Road to -Road to HiMmatnagar (end Ot project road)
ONGC Nagar
\ ~~~50 166.031
\ WAT TER PARK 10j0 08.21
L - j~~50 29 7j
.~~~~~0 26. E
\ \s1 ~~~~1.4
Road to Dangarva
NandesanA
/ \ 1~~~5° 225.4|
100 484.33
/-S \ ~~~~50 77.8 50 9 04.31
S-- \ / 1~~~00 74.7 7 100 342.13
Kadl RajPX \, rW n / ~~~~~~~50 57.87-
,~~~~ ._ ,___
Chatraal /100 49.22
/ _ I ~~~~~~~2.11
Road to 3V 96 1KalOt
OA / fi andhinagar
iN#GRAM PANCHAYAT
S0 904 ( NHBsC
100 342 F ' beginning of proiect road
so 58 k,daiaj 'between NH SC L the rty)
I Legend
I 24 hourly averages in 49/m3
. I 1 _ I SPM|.
t PM|
NOX
2 hourly averages
I. I |HC IPPMI
Not to the scale Ahmedabad | CO (49/m3)
AMBIENT AIR QUALITY iDistance in metres
AMBIENT AiR QUALITY from cente of road
; ~~~~~~~~~~~~~~~~~~~~~~~~~~~Fl I > S-Z. or
B.se,ise En viro',u,nentalI Status
Kadl-Kalot sur Road
TABLE 3-4/5
Minimum, Mnixmum and Average concentrations of Data Generated al Sile.
AIR QUALITY
S. No. Parameters Distance Water Port Chhatral Y-Junction/Kalol Scrtlia Village Sertha Bypass
from Junction
centre of Min Max Avg Mio Max Avg Min Miax Av g Miimi Miax Avg
I SPM SR 16.6 (a0.0 66 03 4-.4 438.7 225.4 251.9 1405.9 904.31 358.6 793.2 468.8
(ug/m3) 100 27.7 188.2 108.2 55.5 813.3 484.33 67.1 717.6 342.13
2 NOx 50 6.0 69.0 29.7 30.0 *217.0 77.8 29.0 94 57.87 28.0 830 47.3
(ug/m') 100 8.0 55.0 26.4 45.0 135.0 74.77 24.0 80 49.22
3 SO2 50 <3 5 3 <3 5 5 <5 5 5 <5 8 5
(ugim3) 100 <5 5 5 <5 9 5 <5 5 5
HC 0.8 2.0 1.4 2.7 4.1 3.4 1.6 2.7 2.1
(PPM) _
5 Co (USIM3) 1139 3204 2722 3211 3575 3427 3393 3668 3496
PEAK VALUE (ONE BOURiLY) _ -
Water Park ChhatraUKaloi Junction Serthla Villa e
I Min M iax Avg M Mi Maxn. Avg Min Max A%-g _
SO2 SO mir <5 <5 c<5 <5 <5 <5 <5 8 5
(uglm3 100 mir <5 <5 <5 <5 <5 <5 <5 12 6
NOx S0 mir 6 58.0 25.71 38 65 58.91 <5 65 41.18
(ug/m') 100 mitr <5 56.0 34.77 52 67 59.08 8 75 j 35.66 _
Scott Wilson Kirkpatrick Draft Final Report
3-416
AgUil-AUlIl quir iiw'
4.5 Noise Level Survey
'I'lu: assessiiiciit olf impact of )loisc sourecs on surrouniding community depends on:
* (Characteristics of oioisc sources (instantancous, internittent or continuous in nature). It
can be observed that steady noise is not as annoying as one whichi is continuously
varsing in loudness;
* Ihe time of day at which noise occurs, for example high noise levels at night in
rcsidential areas are not acceptable because of sleep disturbance; and
The location of the noise source, with respect to noise sensitive landuse, which
deterrmines the loudness and period of exposure.
T'he environmental impact of noise can have several effects varying from Noise Induced
Hearing Loss (Nl-IL) to annoyance depending on loudness of noise levels. T'he environmental
impact assessment of noise from the proposed bypass construction activity, vehicular traffic
can be undertaken by taking into consideration various factors like potential damage to
hearing, physiological responses, annoyance and general community responses.
Noise survey has been conducted in the study area while covering four zones vi_., residential,
transportation. commercial and silence zones. Noise monitoring has been undertakien for 24
hours at each location.
T'he main ob)jective of noise monitoring in the study area is to establish the baseline noise
levels, and asscss the impact of the total noise expected to be generated by the proposed
highway construction activities in the villages around it.
4.5.1 Selection of Sampling Locations
A preliminary reconnaissance survey has been undertaken to'identify the major noise
generating sources in the area. Noise at different noise generating sources have been identified
based on the activities like vehicular traffic in residential and commercial land set up.
Tlhe noise monitoring has been conducted for determination of noise levels at three locations in
the study area. 'I'hese levels were recorded every hour for a continuous 24 hour period. I'he
locations where monitoring were canried out are listed below and shown in Figure 341/5.
At Sertha near Gran Panchayat Office, representative of residential locality near the
highway
Near Chhatral Junction representative of the traffic flow at junction condition; and
At Water ParTk (near Mahesana) representative of a recreational place of tourist
interest sensitive to noise pollution
Scott Wilson Kirkpattnck Draft Final Report
p,.biA,ds3qdn@ 34/7
MAHE SANA
,' N
Road-to R oad to Himmatnagar (end of project road)
ONGC Nagar
A TER PARK
Nandea Road to Dangarva
} h~a ndesan ;
Kadi Rp \
Road to(
sananad9 Kald(
G andhinagar
£ GRAM PANCHAYAT
\ 5ertha
NHBSC
7 beginning of project road
Adataj '(between NH8C L t he rly)
Legend
I A Ambient Noise Monitoring
Stations
. ~~~~~~~~~~~~I
Not to the scale Ahmedabad
LOCATION OF NOISE MONITORING STATIONS
4.5.2 Presentation of Rcsults
Obserwatiois Based on Field Canip-aign
The recorded noise levels during the field survey are presented in Annexure VI and
summarised in Figure 3-4/6. The day and night time differences have also been high lighted in
Table 3-4/6. Based on the recorded noise levels followving observations can be made.
TABLE No. 34/6
Amnbient Noise Levels along the Project Road
Noise level at 30ni from the edge of the road aB(A)
Day nime Night Time
Location __ax __ii_ Max mlin
Sertha 68.9 62.9 65.8 53.5
Chhatral 70.6 57.0 65.6 54.8
Water Park 68.6 54.0 61.0 40.5
Residential zone: The day time noise level at Sertha the two locations is observed to be
exceeding the prescribed lirmits of 55 dB(A) during the dav and 45 dB(A) during the night.
Noise levels during the day at a distance of 30 m from the edge of the road mostly remain
above 62 dB(A) whereas night time levels are above 55 dB(A). The observations indicate that
during the day local activities give rise to considerable noise. Night time noise is primarily
caused by the traffic on the road.
Commercial zone: The day time noise level at Chhatral Junction is due to the traffic and
commercial activities. During the day, noise levels are observed to just exceed the prescribed
limit of 65 dB(A) for commercial areas. During the night also the noise standard of 55 dB(A)
is exceeded at almost all times. Noise levels at 30 meters from the ROW at the Water Park,
hiowever, are within the limits for commercial areas.
4.6 Landuse Pattern
Land use in the project area is mainly agricultural with some scattered industries. The
road does not pass through any reserved forest land. The proposed Sertha bypass passes
through fields. A small portion of two village ponds are also likely to be utilised in the
alignment. Table No. 3-4/7 presents linkwise landuse pattern.
TABLE - 3-4n7
Linkewise Landuse Pattern in the Project Area
LINK TYPE
__ __ _ __ _ __ _ __ _ _ I Agricultural
2 Industrial and Residential
3 Residential / Urban Development
4 Industrial and Agricultural
5 Industrial
6 Industrial
7 Agricultural and Recreational
Scott WilAon Kirkpatrick .Draft Final Report
spiwd&&Idb1vida.W? ? l34/8
MAHESANA
,,/ N
Road to Road to Himmatnagar (end of project road)
ONGC Nagar
A WATER PARK
Road tO Dangarva
Nandesan
Kadi Raipur
~~ (g) ethatraal
Road tO >
Sanand .Kalol 4LD.S5
<4~ - * 7.6andhinagar.-
Werths
2SN~HOC
< beginning of project road
Adalaj '(between NH BC & the rly)
Legend
A Observed Noise Lebels dB (A)
! i Min.
I Max.|
ot to the scale Ahmedabad
1MBIENT NOISE LEVELS IN dB (A)
4.7 'Iterrestrial Ecologn
An ecoloizical study of the ecosvstem is essential to understand the impact of development
actiVities related to industrialization. urbanization etc.. on existing flora and fauna of the area.
The objective of this section is to clharacterize and understand the present status of the
ecosvstems in the study area.
'I'he present study was undertaken to understand the present status of ecosystem along the
existing hilghway and to compare it witlh the past condition with the help of available data, to
predict changes as a result of present activities and to suggest measures tor maintaining the
conditions.
'I'hus the objectives of ecological study is outlined as follows:
to characterize the emironmental components like land, water, flora and fauna;
to understand their present status, and
to identify susceptible and sensitive areas.
4.7.1 Methodology of Data Collection
'I'he area adjoining the existing lighway (approximately 1-2 km on either side) has been
considered for the primary survey to study the tenrestrial ecosystem. Data from secondary
sources luave been compiled for the arca. Following methods are being adopted for the
ecological study:
Generation of primary data through undertaking systematic ecological studies along
the existing highway and in the study area;
Secondary data collected fiom publications of various Government agencies like
Forest Department, Agriculture Department etc.; and
* Consulting local people for gathering information on ethnobotany, local plants and
animals.
This section describes terrestrial ecology of the area based on reconnaissance survey and
information gathered from secondary data available for the area.
A reconnaissance survey was done to have an overview of the terrestrial ecosystem of the
area. 'T'he area depicts a nwmade ecosysten with natural vegetation limited to small patches
at certain places. The bio-diversity of vegetation in the area is not very high due to intense
biotic pressure.
The project area is in a flat and monotonous terrain and is devoid of luxuriant forest
cover. A list of trees and other plants occurring near the project area have been compiled
and presented in Table No. 3-4/8. The project area is not a suitable ecological habitat for
wild animals. 'I'his can be attributed to the non-availability of forests and wild cultivation
of land for food and fodder. Non-wild animals near the project area are common species
Scott Wilson Kirkliolrick Draft Fnal Report
sti dM-19 n1 07 .1 4/9
such as Blue Bulls, Hyenas. Indian Hares, Wolves, Jackals, Wild Pigs, Monkeys, and
Antelopes. No wild life sanctuary/park is located within 20 km of the project area. No
rare iendangered species has been recorded in the Project Area.
TABLE No. 3-4/8
Important trees and plant species found ncar the Project Area
Botanical Naame Local Name
Salddort Pcrsia Pilu
Prosopis sDicieera Khijdo
Acacia arabica Baval
Acacia Icucophica Anivar
Anogcissus lalifolia Dhavdo
Ponciamia tinnata Karanj. Kanaji
Ailanthus excelsa Aduso
ZizMlhus juiuba Bordi
Ralanitcs roxthirchii Hingor. Hingol
Azadiracita indica Limdo
Mornea tCErvEos22r0a Saragvo
Bauhinia rmccmosa Jcnji, Asotri
Elhrctia lacvis Vadhvcdiva
Tamnarindus indica Amli
Tccoma undulata Ragat Roydo
PLANTS
Commniihora mukul Gugal. Mukul
GvmnosDoria spinosa Viko
N-cianthcs arbor-tristis TarbotJavaparvati
)ichrosiahIvs cincrea Madhan
Cassia auriculiat Aval
Carissa carmuadas' Kerdo
CaoParis smniaria Kanther
Clerodendron lilonioidcs Aranji
Anona saiosa Sitafal
Scoff Wilmon Kirkpatrick Drft Final Report
3-4/10
s
Impact Assessment
hd /l-itiw o ,JI Spur l;,.,.i
5.0 IM PACT ASSESSMI ENT
'. I lllIro(iHlCIionl
The present Scction identifies and appraises vanrous impacts from the proposed project
based on environmiental baseline conditions and analvsis of the field data as discussed in
Section 4.0.
The environmental impacts are categorized as either primary (direct) or secondary
(indirect). Piniarv impacts are those which are attributed directly by the project whereas
secondar impacts are those which are indirectly induced and typically include the
associated investment and changing pattems of social and economic activities due to the
proposed action. Typically, the potential direct and indirect impacts of such highway
projects are suniniarized in Table No. 3-5/1.
TABLE No. 3-5/1
Potential Environmental Impacts of a Highway Project
Potential Impacts of the Proposed Highway Project
Direct Impacts
Erosion of lands
Dust and Roadside litter
-Sediment in fivers/ponds due to erosion
Hazardous matefials spillagwe
-Soil contamination
Surfiace ancd C;round water hiydrolog-y and qualitv
Landscape disfigturation
Removal of Veaetative cover
Terrestrial and aquatic flora and fauna
Acstlietics
Air pollution
Noise
Sanitation and solid waste disposal
Dislocation /resetulement of people
Indirect Impacts
Induced development/land use patterns
Increased transportation
Illegal /Unplanned Timber Cutting
llegal /Unplanned Land clearing
5.2 Construction and Operational Phase
Tlie project actihities during construction and operational phase include leveGlng of site,
clearing of trees along the alignment construction of the road, bypasses, bridges, quarry
operations and other related structures. The impacts on the environment from these
activities can be categorized for
Scott Wilon Kirk-putrick Drart Final Report
t_w:J"to6Xct-1.1@1 :;~~~~~-511
* I'livsical ltesouirces
* Impaci oNii opography
nImpact on Climale
* Environnmental Resources
nImpact on Air Quality
Impact on Noise Levels
nImpact on Wk'ater Quality
* Ecolooical Resources
* Terrestrial Ecolo-y
* Aquatic Ecology
• Human Use Values
* Soils
? Landuse development
i -Socio-economic changes
* Other Issues
i Transport of Hazardous Material
i Issues rclated to Alignment
The details on impact of the project activity on each of the above environmental attributes
is discussed below.
5.3 Impact on Physical Resources
5.3.1 Impact on Topography
During the construction of the proposed road the topography will change due to
excavation of borrow areas, stone quanying, fill and cuts for project road and construction
of project related structures etc. Provision of construction yard for material handling will
also alter the existing topography. The change in topography will also be due to the
probable induced developments of the project. With adequate planning, all topographical
impacts could be made to enhance the local aesthetics. Similarly, it will invite benefits in
the form of land leveling and tree plantations in the vicuinty ofthe project site.
5.3.2 Impact on Climate
The study area is moderately vegetated all along the highway, while small patches of
forests covered by dense scrubs are scattered in the area. Good tree cover, however,
exists *vithin the ROW all along the road from Chhatral ( Km 36) to railway crossing
near Mahesana (Km 69).
Scott Wilson Kirkpaltrick Draft Final Report
-~~~~~~~~~~~~~~-/
Comparison of regional data on temperature and relative humidity with the monitored data
at the project site does not show any appreciable vanrations This implies that the existing
road does not have any siunificant micro-climatic impacts.
Site clearance for construction of the project, does involve removal of a number of
existing trees within the ROW. Considerably higher number of trees are planned to be
plantcd undcr thc landscaping of thc ROW as part of the project construction. As a result
of the project development, therefore, no significant micro-climatic change is expected.
The overall impact of the project on local vegetal cover and aesthetics, however, is likely
to be positive.
5.4 Impact on E'nvironmnental Resources
5.4. 1 Ipiliact on Ai- QualitV
Vehicular emissions are one of the major source of air quality impacts. By virtue of
being a road project that facilitates efficient travel between two nodes, during its
operation phase, the project will have beneficial air quality impacts by virtue of lower
emissions per unit volume of traffic on the road. However, when viewed with respect
to the existing ambient air quality or with respect to compliance of ambient air quality
standards during the post commissioning phase of the project, due to the increase in
the traffic volumes. the air quality along a narrow corridor of the roadway is likely to
be lower.
The construction phase air quality impacts of the project, although transitory, could
also bc significanit. 'Ilic rcgions downwind to the construction yards are likely to be
mnost vulncrabic arcas in this rcspect. Details on probable air quality impacts during
the construction and opicrationi phases are provided in the following sections
Conistructioni Plhase Impacts
Consumption of diescl in construction activities will be the principal cause of
incremental air pollution during the construction phase. Diesel powered trucks
required for haulage of aggregates, earth and other construction material and running
of construction machineries at the construction yards are the major sources of air
pollution.
Estimates of quantities of construction materials required for the project indicate that
transportation of about 1.5 million cubic meters of aggregates from the nearby
quarries will be necessary. The major quarries in the region are located at
Himmatnagar and Chitrasani. 73 Kms and 85 Kms respectively from the northern end
of the road, and at Vadagam and Watrak, about 105 Kms from Kalol. The materials
will be crushed at a quarry. transported and stockpiled in the lots of about 30,000
cubic meters. sufficient for 14 days work, near the project road.
If it is assumed that the material is hauled over a period of six days, the additional
truck movement required to transport the aggregates will be equivalent to about 3000
Scott Wilson Kirkpatrick Daft Final Report
4' li&g.jgwI iie 3l5/
iitl}f--tiithi .Aputr /iloai
PICUs per day. Compared to thc cxistinig tratlic of about 30,000 PCUs. the rise due to
the material haulaue and other construction activities is expected to be within 15 per
cent during the period of major matenral transport and within about 5 per cent during
the penrod of normial construction activity. The air quality and noise impacts due to
the movement of construction material. therefore, will not be significant. The impacts
can further be minimised by transporting the materials during the off-peak hours.
To provide estimate of emission of air pollutants at the construction vard. fuel
consumption rates and approximate operation schedule for major construction
machinery were estimated. The data on fuel utilisation rates of units expected to be in
operation during the road construction are provided in Table No 3-5/2. During the
period of maximumii construction activity the fuel consumption at a construction yard
is expected to be about 200 litrcs dicscl per lhour.
TABLE No. 3-5/2
FtIel Constiuiiptioni Rates for Construction Mlachinerv
Machines Fuel Consumption
liters/hour
Cement concrete mixer 7
Cranes with clamsthell bucket 8
Generator 30
Truck 8
Bulldozer 20
Grader 12
Roller 20
Excavator 20
Dumps. Trucks & Tippers 18
Water Tanker 8
P'aver 1 2
Due to around level temperature inversion at the site during the winter,
meteorological conditions after the sunset tend to become stable. The overall
meteorological parameters thus constitute adverse conditions for dispersion of ground
based air pollution emissions. Under adverse meteorological conditions, therefore, it
is possible that the NO2 standards (80 ttglm' for24 hourly average) may be violated if
the construction work is carried out round the clock.
There will be also be a rise in SPM levels due to the construction activities.i-The SPM
standards. however, are not expected to be violated as the background levels are very
low and the particulate tend to settle during the low wind and stable conditions which
give risc to higher levels of gaseous pollutants.
* Operational Phase
During the operation phase of the project the primary air quality impacts due to the
project will be due to the flow of the traffic on the project road. The extent of these
impacts. at any given time. will depend upon (i) the rate of vehicular emission within
Scott Wilson Kirkpatrick Draft Final Report
spiAd"dmIs ',_=1
a iven stretch of the road and (ii) the prevailing meteorological conditions. The
impacts wvill have strong temporal dependence as both of these factors vary with time.
The temporal dependence would have diumal, seasonal as well as long term
comiiponents.
The air quality predictions in the present application have been carried out by using
the air quality model CALINE3 developed by California Department of
Transportation. The model is based on Gaussian diffusion equation and uses a mixing
zone concept to characterise pollutant dispersion over the roadway. The model has
becn extensively tested lor its predictive capability ror traffic related air quality
impacts. Given source strength, meteorology, site geometry and site characteristics
the model can reliablv predict pollutant concentrations for receptors located within
150 meters of thc roadway, the most important region for estimating the impacts of
road project duc to the low clevation cmissions.
The seasonal dependenice of iiiodel outputs. primarily due to the variations in
meteorological conditions over the year, has been accounted for by developing the
predictive scenarios for the winter months during which the air quality is poorest due
to low dispersion of the pollutants.
The long term variations in air. quality scenarios during the project life are expected
due to the change in traffic on the project road with time. The traffic volumes for the
year 2000 and 2015, respectively, have been considered to project future air quality
scenarios to provide an indication of long term variations in air quality. A longer time
horizon has not been considered because of uncertainty in ascertaining the emission
factors for various categories of vehicles beyond the year 2015 due to the probable
change in technology and fuel use.
To account for the effect of the diurnal variations in model inputs (vehicular
emissions and meteorological conditions), the averaging time for model predictions
has been restricted to 60 minutes. The averaging time is so selected because the
prnmary meteorological factors that influence the air quality predictions i.e. wind
speeds and directions do not remain steady for longer time periods. Also, during the
peak traffic hours, traffic volumes typically show significant variations over periods
longer than one hour. Due to averaging time of 60 minutes, the project impacts on air
quality are essentially assessed based on one hourly standard for CO.
Due to non-availability of hourly variations of meteorological conditions over 24
hours, dailv average levels could not be predicted for comparison with the relevant
standards of NOx and SPM. Further scale up factors for estimating 24 hourly average
concentrations for 1 hour are not reported. In any case such an exercise requires that
the wind is blowing in the same direction for all 24 hours - which is not a practical
assumption.
NOx levels however have been developed for peak traffic conditions and compared
with WHO standard of 400 ptg/mr for hourly average. HC was not modelled since its
limits are not specified for ambient levels in the Environment Protection Act. In the
absence of Indian standards for HC, the predictions could have not been interpreted
Snilt Wilsola Kirklp:tiick Draft Final Report
-~~~~~~~~~~~~~~-/
meaningfully. In case ot'S 1'1. vehicle SP1M emission levels have not been specified by
thc Indian Institute of tPcrolcum. 1;urther thc SPM contributions are dominated by
*c 1 ()lItid colicCent? i anlins is well s1 traflic idicit,cecl ICstislpCsi{soij. ot h of whlicic arc
dillicult to quani4i. Ihle avcraoing timc ol' 24 hours lor comiparisoni witil the
standards draws the same comment as in case of NOx. Hence SPM was not modelled
due to above reasons.
Carbon Monoxide Levels:
'I'he source emission levels for CO were estimated by using the peak hourly traffic
volumes for vehicles of five categories i.e., trucks and buses, LCVs, cars, two
wheelers and three wlheelers. For assessment of air quality impacts due to the project,
air quality model simulation for regions near Sertha bypass and Kalol (Chhatral)
Junction were carried out.
T'raffic volumes on link-" were used for simulations near Sertha bypass, whereas
traflic volumes on links-4.5 and 6 were used for Kalol junction. The location near
Sertha bypass was selected as it represented shift of traffic from existing route
through the Sertha town to a route that will pass through lands under agriculture. At
this location, as a result of the project impleme.ntation, considerable relief is expected
in terms cf exposure to air pollutants to the population. Kalol junction caters to
maximum traffic volume on the project road and thus is the location of highest air
quality impact.
TI he air quality scenarios for the above two locations have been developed for the
peak hourly traffic on the relevant links for the years 2000 and 2015. As described in
Section 3, possible alternatives for the route aligunent were screened at the initial
stage of the assessment itself At this stage, for detailed comparison of" build "
option with the only altemative of" no project situation, both " with ' and without
project" scenarios have been evaluated for respective years. T'he traffic volumes and
speeds for various categories of vehicles used in the simulations are presented in Table
No. 3-5/3. It is observed from the 'I'able No. 3-5/3 that although the traffic volumes
for the year on difterent links during the year 2000 is expected to be similar, the traffic
speeds will reduce considerably. In the year 2015, the road under " no project "
situation, the road will exceed its capacity which will reflect in poor service levels
withi average speed of traffic reducing to about 30 kmph.
TABLE No 3-513
Peak Hourly Traffic Volume and Average Speed (kmph) used for Air Quality Model
Year 2000 Year 2015
Link & With Project Without Project With Project Without Project
Vehicle Ma1ode Volumc Speed Volume Speed Volume Speed Volume Speed
Link 2
Cars 264 8S 264 30 641 80 616 30
Buses 94 60 94 30 205 60 197 30
2 Wlhcclcrs 252 (A 252 30 67R 0 I 650 30
3Whcelers 416 60) 46 30 101 60 971 30
Scott Wilmon Kirkpatrick Draft Final Report
.15/6
I )
Kengli-Kelniw .%pier , loadu
TABLE No 3-513
I'eik Ilonriv i'r afric oIulin,e aid Averagc Speed (kmplp) used for Air Quality Mlodel
Year 241(33 Y'ear 2(115
Link & W\iti1 Project Without Project With Project Without Project
Vehicic Modc Volumc Speed Volume Speed Volume Speed Volume Speed
Trucks 494 60 494 30 1062 60 1020 30
LCVs 177 60 177 30 387 60 372 3(
L.ink 4
(:II ik1t) I X1i 14)9 113 3S7 HI 921 1(
BJuses 179 i0 179 3(1 390 6(0 379 30
2 Wliccicrs 322 60 322 30 864 60 838 30
3 Wliccicrs 79 60 79 30 173 60 168 30
Trucks 338 60 338 30 727 30 - 705 30
LCVs 336 60 336 30 734 60 712 30
Link 5
Cars III 80 111 60 270 60 264 30
Buscs 34 60 34 60 75 60( 74 30
2 Whlcclcrs 192 60 192 30 516 30 5(09 30
W Whcclcrs 173 60 173 30 379 30 371 30
Trucks 151 60 151 60 325 30 318 30
LCVs 199 60 199 60 4341 6(1 425 30
Link 6
Cars 224 80 224 60 46 80 524 30
Buscs 97 60 97 60 211 60 203 30
2 Vlicc1crs 208 60 208 30 558 60 536 30
3 Wheclcrs 32 60 32 3) 69 60 67 30
Trucks 247 ( - 247 60 531 60 510 30
LCVs 64 6( 64 60 139 60 133 30
The emission standards for Indian vehicles in the year 2000 as proposed by the Indian
Institute of Petroleum (IIP) were used to provide the emission factors for the different
vehiclc types. In order to account for variation in emission factors with speed, the
values proposed by IIP were assumed to apply for a vehicular speed of 60 kmnh and
modified for relevant speeds according to the guidelines presented by WHO in their
1993 publication on Assessment of Sources of Air, Water and Land Pollution. The
speed corrected emissions factors for expected speed of 60-80 kmph after the project
implementation are presented in Table No. 3-5/4. Table No. 3-5/4 also provides
emission factors for an average speed of 25-30 knm/h that are the expected speeds in
the year 2015 for " no project " situation. For car separate emissions for 80, 60 and
25-30 kmph have been provided.
Scott Wilson Kirkplatrick Draft Final Report
~~~ 11mm ~~~~~~3-5n7
rit,ai-A.a.U. .lytr miad
T'ABLE No. 3-5/4
Spccd (:orrecieid liEission Factors in GAM/k M/VeCliclc
N Chide -1 nw"situ,ei (t Jr I,( - | 3-N herier i 2.-Icicrren
1- II"utanLt (114U0 2.S it) XH 60 25-In 60.).-tb 25.31) 61L 81) 25-30 60.( ) 25-30
knpli knrh knh h knTh kninih kni,h knrbh kh-h kr- ph
Ct) 66A)X3 1 2.58 136 2.72 4.98 3.81 7.89 4.00 4.00 2.00 2.00
NOs 10.I t .X 5 0.66 0.58 0.44 1.R1 1.48 0.05 0.05 U.05
11IC 1 48 4.X3 032 o.39 0.73 t.20 0.06 1.45 1.45 1.45 l.45
As brouaht out in Section 4. the site specific meteorological data was collected for
October 1996 durinst the coursc of field studies. This data was not useful for
developing the air qualitv scenarios for the winter months. Also, no other data which
could have been used to represent the local hourly variation in wind during the winter
was available. In order to overcome the data limitation. air quality scenarios were
developed for stability classes I) for a low wind speed of I m./s. Stability class D
was selected as it represents the most frequently occuring stability condition during
the evening hours in the project region when the traffic volumes are within 10 per
cent of the peak} traffic volumes and also some times coincide with the peak hourly
volumes.
Along the most of the project align.iaent. the ROW of 60 m has already been acquired.
At a few places commercial encroachments have been observed within the ROW.
However, there are no dwellings within the ROW. For air quality predictions,
therefore. receptor locations beginning from 30 ni from the center line of the road to
250m were selected.
I'lhc air qtuality sccnarios wcre modellcd for two distinct wind cases wz:., parallel and
cross wind cases. 'I'he results of these simulations for peak hourly traflic for the year
2000 and 2015 for Sertha bypass are presented in Figures 3-5/1 and 3-5/2
respectively. The projected air quality "with" and "without project" options have been
considered. Figures 3-5/3 and 3-5/4 presents the expected CO levels for Kalol
junction.
It is observed from the Figures 3-5/1 &-3-5/2 that the predicted CO levels at 10 m
from ROW for cross winds in the year 2000 rangc form 390-190 pg/nil and 430-210
ltglm3 for Chhatral junction. The values are about 80 percent higher for parallel wind
case and range betweeni 690-330 pg/n3 at Sertha and 740-380 )S g /rg3 at Chlhiral
junction. The range is about 2-2.5 times higher for the year 2015 which is
approximately the ratio of traffic volume in jhe years 2000 and 2015 respectively for
heaw vehicle which are the promincnt source of air emissions. On comparison with
the hourly standard for CO of 4000 gg/rni. it is seen that no violations of CO standard
are expected due to the project. The CO levels in fact will remain well below the
standards. Thc projcct thcrcforc has insignificant ncgativc impact on ambicnt air
quality in terms of CO.
I'he prediction of C'O for 'Without Project Scenario' is comparatively on the higher
sidc at all the distances from RtOW whichi is mainly attributable to the higther emission
factors at lower traffic speeds.
Scott Wilson Kirkpatrick Draft Final Report
v iL:.^: .l ,|D 4T ~~~~~3-5/8
PREDICTION OF CO LEVELS AT SHERTHA BYPASS
(CROSS WIND CASE)
900 -
700 -
0 With project in 2000
Goo
+ Wthout Project in 2000
A 500 E . ^A Wdth Project in 2015
o * * *- ., - Wdthout Project in 2015
- CPCB Standard (4000 ug/cum)
300
100 r
~~~~1 ~ 0
. ) 0 I II
C 10 20 45 70 95 120
n Distance from edge of ROW (in)
Ph
PREDICTION OF CO LEVELS AT SHERTHA BYPASS |
(PARALLEL WIND CASE)
2000
1900,
1800 _-
1700
1600 r
1500 -
1400 "
13o00 F ' ., r. Wth project In 2000
, 1200 F . ., | V+tWdhout Project in 2000
g 1100 F"
a 1000 - A. Wdh Project in 2015
B900 . ' Without Project in 2015
800'*
0 CPCB Standard (4000 ug/cum)
500 1
400
300
200 ~-
100-
C} _* _ I * __.0 ....-.i.~...--~i--.---.-...... I. -.. ._. I - ... . _ . . _I. :..I
C 10 20 45 70 95 120
"1 Distance from edge of ROW (m)
in
* )
.PREDICTION OF CO LEVELS AT KALOL- JUNCTION
CROSS WIND CASE)l
1000
900
700 L
OO) :, u With project in 2000
Soo 800 t.+ Without Project in 2000
i o500 A Wth Project In 2015
* Without Project In 2015
400, CPCB Standard (4000 ug/cum)
300
200
100
C 10 20 45 70 95 120
n.. Distance from edge of ROW (m)
(D)*
('1
PREDICTION OF CO LEVELS AT KALOL- JUNCTION
(PARALLEL WIND CASE) l
2000
1900
1800 F-
1700 _
1600_
1500L-
1400-
1300 -
1 Wdh project in 2000
~1200-
1100 - *, + Wthout Project in 2000
iow W10 . £ W Project in 2015
= 900 g Wthout Project in 2015
0
too CPCB Standard (4000 ug/cum)
600 i
500 ..............
400h
300 A
200
m ~~~100.
;D 10 20 .45 70 95 120
P1 Distance from edge of ROW (m)
S
U'
AaditJ-A:git,I .%,t,ur Rg,4.i.
NOx Levels:
Similar to emission fihcbors lor CO. values for NOx were obtained from the standards
proposed by IIP and corrected for the variations in speed using WHO guidelines. The
emission factors thus derived are also presented in Table No.3-5/4. One hourly
simulations for NOx were carried out on the lines similar to CO. The stability classes
D with wind speed of I m/s wvas considered for both wind cases.
Thc results for I hour average values for NOx for the years 2000 and 2015 at Sertha
bypass for cross and parallel wind cases are presented in Figures 3-5/5 and 3-5/6
respectively. The estimated NOx levels in the area around Kalol junction have been
depicted in Figures 3-5/7 and 3-518 for the years 2000 and 2015 for respective wind
condition. It is observed that the expected NOx levels in 2015 are about two times
higlher than the levels expected in the year 2000. Also 'with project' NOx levels are
about 20 per cent higher than the 'without project' scenario and pertain to higher NO.
emission at higher speeds.
When compared to WHO standard of 400 pg/m3, it is observed that the standard is
not expected to be violated during the year 2000 except for marginal violation
(estimated levels 430 pg/lrn3) upto a distance of 15 m near Sertha. The highest NOx
levels at the edge of ROW, during this year, are expected to be about 370 pg/rn3
marginally below the standard. Violations up to a distance of about 70 m from the
edge of ROW, however. may occur during the year 2015 'with' the project and up to
a distance of 30 m 'without' the project.
Due to unavailability of data on meteorological conditions, 24 hourly average
simulations have not been possible. Regions of probable violation of Indian Standard
of 80 pg/mr for 24 hour average levels therefore could not be stated. Considering the
fluctuation in the wind directions- over a period of 24 hours during the winter,
however, it is safe to assume that such violations will not be more than the violations
of I hourly average standard of 400 pg/m3.
When viewed with respect to the short term standard for NOx, therefore, the impact
of the project will be marginally negative with respect to " without project" option.
5.4.2 Impact on Noise Levels
J * Construction Phase
During the construction, the major sources of noise pollution are movement of vehcles
transporting the construction material to the constmction yard and the noise geneaing
actiNities at the yard itself Concreting. mixing casting and material movement are primary
noise generating activities in the yard and will be uniformly distributed over the enire
construction period. Construction activities are expected to produce noise levels in the
range of 80 - 95 dB(A). The major work will be carried out during the day time. The noise
produced during the construction *%ill however not have a significant impact on the
Scott Wilson Kirkpatrick Draft Final Report
j tn't * ;-'/9
PREDICTION OF NOx LEVELS AT SHERTHA BYPASS 1
(CROSS WIND CASE)
1000
800 -
700'
a With project In 2000
600
g EOo, . + Withot Project in 2000
500 A With Project in 2015
o *. VdWrthout Project In 2015
door ... . CPCB Standard (80 ug/cIum)
300r
200
0
C 10 20 45 70 95 120
Distance from edgo of ROW (m)
I
U,
(3
iPREDICTION OF NOx LEVELS AT SHERTHA BYPASS |
(PARALLEL WIND CASE)
1000
900
700H
L001. * Wth project in 2000
_ 600..
+ Wthot Project in 2000
Soo 5ll0 F ,,*^A Wdh Project in 2015
0 ., . * Without Project in 2015
400
CPCB Standard (80 ug/cum)
300 ... .....A
200
m O0 I I I IIi
10 20 45 70 95 120
C: Distance from edge of ROW (m)
In
U'
PREDICTION OF NOx LEVELS AT KALOL JUNCTION
|__________________________ (CROSS WIND CASE)
1000 i.
gook
000 C
800 ,
700
,oo~- . With project in 2000
+ Without Project in 2000
i 500 A -A Wth Project in 2015
o .. Without Project in 2015
4001-.
CPCB Standard (80 ug/cum)
300 i , - ,
...-..--..--.. ~ ~ ~ ~ ~ ~ .......
200 N
100-
IT] 0 .
C 10 20 45 70 95 120
Distance from edge of ROW (m)
rn
(A.
cl
PREDICTION OF NOx LEVELS'AT KALOL JUNCTION
(PARALLEL WIND CASE)
1000 .
700 .
I ~~~~~~~~~~~~~~~~~~~~~~~~~~With project in 2000
800
. .Without Project in 2000
5w . . § +A With Project in 205
:s50% ., ,, AihPoetn21
" | -. _Without Project in 2015
A .......... ........... .............- CPCB Standard (80 ug/cum)
300 r-
200
100
-n
C 10 20 45 70 95 120
(TI Distance from edge of ROW (m)
co
(31
Audfi-A I,,I .%piir kDlgisrl
existing ambient noise levels near main population centers (where the existing ambient
noise lcvcis tor rcsidcinial zone arc alrcady being exceeded) because:
the proposed alignment bypasses Sertha village, one of the prominent habitation
along the project road;
designation of exclusion zones for construction activities will adequately protect
the sensitive receptors and
* exccpt for constructions yards, construction activity along the alignment is
transicnt in nature and, for any particular phase of construction, does not last for
miore tlat abouLt two weeks at onc location
Due to the hi-h noise levels of construction machinery, however, the personnel operating
the machines and workers stationed close to the machines are prone to exposure to high
levels of noise. Use of proper personal protective equipment, therefore, is necessary to
mitigate the adverse impact of the noise generated by such equipment.
The noise levels in the working environment are compared with the standards prescribed
by Occupational Safety and Health Administration (OSHA-USA) which in-tum are being
enforced by Govemment of India through Model rules framed under the Factories Act.
The acceptable limits for each shift being of 8 hour duration, the equivalent noise level
excposure during the shift is 90 dB(A). Hence noise generated due to various activities in
the construction camps may affect workers, if equivalent 8 hour exposure is more than the
safetv limit. ACGIH (American Confercnce of Government Industrial Hygienists)
prolpsed an 8 lu)tr I limit or 85 dl3(A). Exposure to impulses or impact noise should
not exceed 140 dB3(A) (Icak- acoustic prcssure). Exposure to 10,000 impulses of 120
dB(A) are pernissible per day.
Thie noise likely to bc gencrated during excavation, loading and transportation of material
near the borrow areas will be in the range of 90 to 105 dB(A) and this will occur only
when all the equipment operate together and simultaneously. This vwll be a remote
possibility. The workers in general are likely to be exposed to an equivalent noise level of
80-90 dB(A) in an 8 hour shift for which all statutory precautions as per 'B' laws should
be taklen into consideration.
The noise levels can be, however. reduced by careful planning of machinery operations
and scheduling of operations.
i Operationtal Phase
During the operation plase of the project, uninterrupted movement of heavy and light
vehicles at high speeds is expected to give rise to higher ambient noise levels along the
road%%ay. The sensitive receptors such as schools and hospitals, situated within the zone of
noise impacts, are thus likely to be adversely affected. In order to quantify the project
induced impact with respect to existing noise levels, noise monitoring was undertaken at
Sertha. Chhatral and Water Park- near Mahesana. The observed noise levels have already
been presented in Table No. 3412. It is observed that during the day time the noise levels
Scott Wilson Kirkpatrick Draft Final Report
Audi-Kida lSpur R?iuadi
at all of'litese locations vary hetWeii 62 - 73 dll(A) anid arc firelucnily abovc thc day tlimc
noise standard of 65 dBl(A) lor commercial zoncs. Nit-it time observations at Sertha and
Chilalitral havc been in ilte ranue of' 55 to 65 d13(A), abovc thic niuhit timc standards for
residential as well as commercial areas. The noise levels at Water Park, however, have
been considerably lower, ranging from 48 to 55 dB(A) Wsith most of the observations
beinut below 50 dB(A).
Assessment of noise impacts due to the project at the locations adjacent to the project road
has been carried out by using Highws'ay Noise Model based on the guidelines suggested
by Federal Highway Administration (FHWA). The details of the model and the model
computations are descnrbed below.
5.4.2. 1 Noise Modeling
* Details ol Noise %liodel
The Sound Pressure Level (SPL) generated by noise sources decreases with increasing
distance from the source due to wave divergence. An additional decrease in SPL with
distance from the source is expected due to atmospheric effect or its interaction with
objects in thc transmission path.
Estimating highway noise impact involves complex process. which will require a large
computer analysis to model in detail. However, the methodology presented below is a
general highway noise model, that predicts the equivalent noise level (L,,) and is adequate
for most noise assessimient requircments. The advantage of the model which predicts L.1 is
that L4 is the "ui,eigr A wrage" noise level and as such is not dependent on the statistics
of tihe trallic flow. In contrast, thc noisc descriptors L,. Lyi. Lx, can be vcry sensitive to
he lflowv cliaracteristics of the traflic. Further, the model presented below can be applied
equally wvcll to high and low traffic volume roadways.
The Highwav Noise M\odel presented below is for calculating the one hour L.,. The model
is based upon calculating the hlourly L., for automobiles and trucks separately and then
adding these logaritihanilicallv to obtain the overall hourly L, as follows:
N; 15
L4hi)=L a+ IOLOG(-)+ IOLOG (-)"'+S- 13
Si*T D
where.
LW(hi) : Equivalent noise level at the hour (h) for vehicle type (i).
1.1.i : Reference mean energy level for (ih) vehicle type
Ni : Number of vehicles of(i*) class passing in time (T) one hour (I hr).
Si : Average Speed of vehicles of(ith) class (kmph).
T : Timc duration corresponding to Ni, one hour.
D : Perpendicular.distance in (m) from centerline of the traffic lane to
observer.
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AUeIi-AgIIEJj .i,%pur aftIad
a (Alpha) FIactor relatinu to absorption characteristics of the ground cover
between roadwav and observer.
8 (Dclta S) Shielding factor example for barrier.
The combined effect of all the sources can be determined at various locations by the
follo ing equation.
L, (hi)
L^,(h. total) = I10 LOG Z', I10-
10
Based on the above equations a user friendly highway noise model has been developed.
5.4.2.2 Input to the model
5.4.2.2. 1 Design paramcetcrs
* Noise Emission Levels
The vehicular noise emission levels significantly vary with vehicle speed. It is therefore
necessary that speed dependency of noise emissions for various categories of vehicles in
taken into account while using the model for noise prediction due to the roadway. In this
work- the speed-noise relations presented by National Environmnental Engineering Research
Institute (NEERI) in their report on Environmental and Social Assessment Delhi-Noida
Bridge Project have been adopted (Table No 3-5/5)
T 'ABLE No. 3-5/5
I__________ XNoise Levels Varbition with Vehicle Speed
Speed Vehicle Type (Noise Levels in dB(A) at IS meter)
(k mnip h)____________ _________ ___
Cars * Tnucks Buses 2/3 2Wheelers
40 59.0 76.0 76.0 61.0
50 63.0 80.0 80.0 66.0
60 65.0 81.0 81.0 68.0
70 68.0 81.5 81.5 70.0
80 70.0 82.0 82.0 72.0
90 72.0 83.0 83.0 74.0
100 74.0 83.5 83.5 76.0
*Noise levels for new cars are 5 dB(A) lower
* lModdled Scenarios
It was observed from the traffic data that during the year 2000 the traffic volumes
remain unchanged for " with " and " without " project options. The traffic speed,
however, is expected to be considerably lower for " without project " situation. For
the year 2015. both speeds and volume of traffic differs for the two options. The noise
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prediction. therefore, were carried out for the year 2000 and 2015 by allowing for
speed and voiume variations. as applicable. The predictions were made from the edge
of ROWV to a distance of 2l0m whcre the levels dropped belowv the relevant (night or
dav time) standards.
* Trafric Volutmes anid Speed
The noise standards for the day and night time conditions are defined in terms of
equivalent noise levels from 6 AMI to 9 PMl (15 hours) for the day and from 9 PM to 6
AMi ( 9 hours) for the night. In order to pro.ide the traffic input to the noise model
therefore. it was necessary to proNide day and night time split of the traffic for each
cateuonr of vehicle. It was assumed that the day and night traffic ratios as observed during
the traffic survey during 1996 %vill also appl) in future. Accordingly.for respective links,
averag,e daily traffic volumes for each category of vehicle, for the years 2000 and 2015,
were divided in day time and night time volumes based on the observed ratios during the
1996 traffic survey. The results of this analvsis for link 2 (Sertha) and link 4 (Chhatral)
are presented in Table No. 3-5/6.
TABLE No. 3-516
Day - Night split of Projected T'raffic used for Noise Predictions
Link .C Y'ear 2000 Year 2015
V'ehicle Mode With & Without With Project Without Project
Proi ect
Day Night Day Night Day Night
Link 2:
Buses & 6731 1778 14505 3832 6731 1778
Trucks
Cars &£LCYs 5149 995 12143 2347 5149 995
2-3 Whleelers 4943 378 12631 965 4943 378
Link 4:
BTses 6455 1480 14452 4845 6889 1645
Tricks
Cars & LCVs 8034 1362 19002 3223 6822 115
2-3 W heelers 6356 399 17435 1015 5731 33
The traffic speeds for the respective years were selected from the Table 3-5/3.
* ;pAlpha Estinmaztion, I)rop-olf ltle willh Doubling of Distaiice
'I'able No 3-5n listss the rules J'r wlien to use cach alpha value. Combinations of soft and
hard patches of ground between the road%vay and the observer can be handled by
calculatina the noise level in a seTies of steps corresponding to each patchi. In most cases a
doubling rate of 4.5 dB(A) (alpha = 0.5) is used. In the case of 'Without Project'
scenario. Alpha value of 0.0 is considered for thie projected years 2000 and 2015. But,
for the case of 'With Project' scenario, Alpha value of 0.5 is considered for both the
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KAadi-Aa'oI .Vi',r Reawdi
prcdictcd ycars in tilc vicw of' proposcd hig.hway bc covcrcd with dcnsc landscapc
ve ,etation around and all alono it.
TABLE No. 3-517
Dro -OIT Rate Per Doutbling of Distatice and Corresponding Alp hnO
Sr. No. Situationi Drop-Oil Rate Alph
dB (A)
1. When the sound or the receiver is 3.0 0.0
located 3 in above the ground or
whenever line of sight averages more
than 3 m above the around
2. Situations involving propagation over 3.0 0.0
the top of a barrier 3 m or more in
heiaht.
3. Where the height of line of sight is less 3.0 0.0
than 3 m and there- is a clear
unobstructed view of highway, the
,,round is hard and there are no
interveningt structures.
4. Where the height of line of sight is less 4.5 0.5
than 3 m and view of roadway is
imerrupted by isolated buildings
clumps of bushes. scattered trees, or
the intervening is sofl or covered with
I vegetation. .
Shieldinig Factor
The shielding factor (Delta S) takes into account the various physical characteristics
surrounding the roadway and the observer. A reduction of up to 5 dB(A) is possible if
tliik vegetation separates thc roud and ithc receptor. For developing the noise
scenarios, however, shielding factor has not been considered. T'he predictions,
therefore, provides conservative estimate of noise levels, specially, for " with project"
scenario as the green belt and landscape will be so designed as to reduce the noise
levels at the sensitive receptors along the project alignment.
5.4.2.2.2 Presentation of results
The model results for the year 2000 traffic, "with" and "without" project scenaios in
terms of drop in noise levels with respect t the distance from the center of the road are
presented in Figure 3-5/9 and Table 3-5/8. It is observed that as a result of project
implementatiorL the day time equivalent noise levels are expected to be about 5 dB(A)
higher in comparison to "no project" situation. A difference of about 6 dB(A) is
expected between night time equivalent noise levels for the two options. The night time
levels however lower by about 3 dB(A) with respect to day time noise levels.
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TABLE No. 3-5/8
E%fin:atcd Noi%c Lev cl% alng the Project Road In the Year 2000
Night time equivalnt noise le%cis Day time cquivalent noise ievels
Withoul Project With Pruoject Withcout Project With Project
)istance Noise ID)isanlce Noie Distautce Noi%L Lecel Distance Noise Level
1i sai 3 Levd Ii 1ao I .evel I r(MII Inxili
Road I'dge (dIIcA) Road Edge (dlA)) Road Edge (dII(A)) dRoa Ege (dB3(A))
40 55.31 40) 61.31 41) 58.89 40 64.89
54) 53 X(} 50 59.79 5( 57.38 5(1 63.37
(it) 5.58 X ( 58.57 6(A 56.16 6(0 62.16
7(1 51. 56 7(0 57.55 70 55.14 70 61.13
81 50.68 8(N 56.67 8( 54.26 80 60.25
9(1 49.91 90 55 .9 9(1 51.49 90 59.8
l(Ul *1).22 1(X)1 55.21 I(NX 521 (1 1(X1 58.79
II( 48.59 1I( 54.58 1I( 52.17 11( 58.17
120 48.02 120 54.01 120 51.60 120 57.60
130 47.50( 1330 53.49 130 51.08 130 57.07
14( 47.02 140 53.01 140 50.60 140 56.89
135( 46.57 15(1 52.)6 135( 5(.15 150 56.14
16( 46.15 1 60 52.14 1(A) 49.73 I(d 55.72
17(i l)5.75 17( 51.74 17(1 49.33 170 55.32
18(3 45.38 I8( 51.37 181) 48.96 180 54.95
3 {X} 45.033 I 39 51.02 19(I 48.61 19C) 54.60
2(X 44.69 200 50.68 20X) 48.27 20 54.26
2111 44.37 210 50.36 210 47.95 21(0 53.95
When compared to the ambient noise levels as recorded during the field observations, the
day time noise levels due to the traffic are significantly lower ( about 5 dB(A)). This
indicates that the local sources of noise are the prominent contributors to ambient noise.
During the day, therefore, project will not have any significant increment to the ambient
noise levels.
During the nighlt additional noise due to the project will be of the order similar to the
ambicnit Icvcls. IlIc ovcr all noise levels along thc project route would therefore will rise by
about 3 dB3(A).
The model results for the year 2015 traffic, "with" and "'without" project scenarios are
presented in Figure 3-5/10 and Table No 3-5/9. According to the model predictions noise
levels are expected to rise by about 3.5 dB(A) in the year 2015 when compared with the
year 2000. However, while estimating the future noise levels, the impact of probable
technological changes on the vehicular noise levels has not been considered.
Technological improvements in vehicle design are expected to produce relatively silent
vehicles in the future. Even if the present source emissions are reduced by 4-5 dB(A), the
2015 noise levels in the project area are not likely to rise beyond the estimated levels for
the ycar 2000.
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A uii-AuhloI .%piir Ro'ad
TABLE No. 3-519
Estim2tcd Nu,ise Leels along the Project Road in the Year 2015
Nilht tinle equivalkiut noise levels
Wl'ithout Project With Project
Distance from Noise Level Distance from Noise Level
Road Edge (ni) (dB(A)) Road Edge (ni) (dB(A))
40 68.33 40 64.77
50 66.81 50 63.25
60 65.60 60 62.03
70 64.57 70 61.01
80 63.69 80 60.13
QO 62.92 Q0 50.36
100 62.23 100 58.67
110 61.60 I10 58.04
120 61.04 120 57.47
130 60.51 130 56.96
140 60.03 140 56.47
150 59.58 1SO 56.02
160 59.16 160 55.60
170 58.76 170 55.20
180 58.39 180 54.83
190 58.04 190 54.48
200 57.70 200 54.14
210 57.39 210 53.82
A comparison of thc estimated noise levels with the day and night time standards
indicate that the standards for commercial zones will be violated up to about 200 m
from the road.
The computations carried out give an indication of noise levels for the worst case scenario,
i.e. without tak-ing into consideration the local features like landuse. barriers etc. In reality,
the noise levels are expected to be on lower side, as the areas adjacent to the proposed
road will be landscaped and covered with specially designed plantation to reduce noise
impacts at the sensitive receptors.
5.4.3 Impact on Water Quality
i Impact on Surface Water Quality
The construction and operation of the proposed highway project will not have any major
impact on the surface water quality in the area. Contamination to water bodies may result
due to spilling of construction materials, oil, grease, fuel and paint in the equipment yards
and asphalt plants. But, the quantities of such spills is very negligible.
Care. however needs to be taken to provide adequate sanitary facilities and drainage in the
temporary colonies of the construction workers. Provision of adequate washing and toilet
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facilities with septic tank-s and appropriate refuse collection and disposal svstem should be
made obligatory.
I Impact on Ground W ater Quality
Ground water pollution can take place only if a dump contains chemical substances, which
will get leached by precipitation of water and percolate to the ground water table. This is
not the case with the present project as the activity does not contain any hannili
ingredients which could leach down to water table. Hence impact on the ground water
quality is not anticipated from the project during the construction and operational phase
5.5 Impact on Ecological Resources
The baseline flora and fauna hias been depicted in Section 4.0. Accordingly, there is no
wildlifc sanctuary, rcscrved or protected forest in the close vicinity of the proposed
highway. The arca in a radius of 50 kIm hosts small patchcs of forest land, which mainiy
consists of few scrubs and trees. There are no endangered or rare species in the forest
patches. The impacts are briefly described in the following sections.
5.5.1 Impact on Terrestrial Ecology
The initial construction works at the project site involving land clearance, cutting, filling
and leveling. will cause loss of potential agricultural productive land and loss of vegetation.
A total of about 5000 trees out of about 1000 trees with girth more than 600 mm are
required to be felled for the construction work. The loss of trees need to be fully
compensated by landscape development all along the project road to minimise any long
temi impact of site clearance.
Inevitably. there will bc a short term impact of availability of ncsting sites for the birds.
Since thc arca halh1iOLs manly,14) local grainivourous avian fauna, this shoiold not afTect their
nesting reqLiireiiients. Further, thicrc is no sensitive ecological area near the cxisting road,
so the impact will not be of significance. With the landscaping after the project, the
number of trees are expected to be more than earlier numbers and will allow the short term
impact to be reversed.
The ROW requirements and the borrow areas does not involve any reserved/protected
forest land, hence impact is not envisaged due to the project.
The barren/grassland areas covered by the alignment have little or no tree growth.
The removal of herbaceous vegetation from the soil and loosening of the top soil generally
causes soil erosion. However. such impacts would be primarily confined to the project site
during initial periods of the construction phase and would be minimized through adoption
of mitigative measures lik-e paving and surface treatment, water sprinkling and appropriate
plantation programme. The project site will be landscaped with the development of green
belt consisting of a variety of trees wihicih would enrich the ecology of the area and add to
the aesthetics.
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Aadi-A',,,, .%:r /t,,I,,/
I'hI cCOistiLI01ie Il eclivitics lIad 1C 11tva11(i ,iiiL,,i of iol o1 r Li.ice in tile area nnd thus
Ithere wtouild he prcssurc on trees in tihe arca duc to incrcasc in fcil demand- In ordcr to
I)ZX(vc'lII hi'0ltluL III' It I I ill t' ,wtiVlilxl,4ii,i Illt':19 Ildv(IC(fIIII' jllit'iliJilt' hiidl sIlillcI he
arranu.d lo nect tlhc hidel r-equitemilent ol'labour lo:ec.
* Wild Life
No rare or endangered species liave been reported from the area covered by the proposed
alignment. No wild life travel routes of simnificance have been noted/recorded along the
alignment. The wild life in these area do not confer any significant benefit on the local
population.
The increased velicular traffic coupled with higher noise levels due to various
constructional activities may drive away the local fauna from the project site to the
neighbouring area. As the project is devoid of forest and trees, it does not harbour any
fauna of importance. I'herefore, tile impact of constructional activities on fauna will be
negligible.
5.5.2 Impact on Aquatic Ecology
l
The proposed road does not crosses or passes near any major water body. No significant
impact on the Aquatic Ecology of the area, therefore, are expected due to the
construction and operation of the road. The construction of road, however, requires filling
of some ponion of a. pond near Sertha. Measures to deepen the pond so that its water
holding capacity is not reduced will be necessary to mitigate the adverse impacts due to
partial acquisition of pond area.
5.6 Impact on lumaii Use N'alues
5.6. 1 Soils
The impact on soil due to this project is in terms of top soil erosion. Considerable care
should be taken while'locating the camps buildings, borrow pits, quarries, spoil and
disposal site which will minimize the soil erosion. The impact of construction would be
minor as a very smnall area is susceptible to excessive soil erosion. Soil pollution would
takle place to a negligible extent due to spillage of construction material, oil, fuel, grease
and asphalt around the construction yards.
5.6.2 Land Use Development
The development in the study area will definitely bring substantial chanues in the landuse
pattern. In this process, areas presently under agriculture and vegetal cover will be diverted
for development and for other usage. The acquisition of less fertile fallow lands mostly
covcred under the revenue land and its conversion for different developments will lead to
enriched land uses which include construction of residential area, offices and other
infrastructural facilities and thcse activities may occur in the immediate vicinity of the
proposed project area.
Scott Wilson Kirkpatrick Draft Final Rcport
Auadi-Kall %SpIur Rouil
'Ilic proposed pruicct includcs landscaping trec plantation all along thc road alignment
wvhicil will add to thc qtuality of lifc and aesthetics of the area.
Another critical factor would be the degiradation of the borrow areas outside the
construction zone. These borrow areas should be reclaimed by flling up the trenches and
development of greenbelt over them.
* Land Acquisition and Transfornation
The extent of area for land acquisition for the proposed project has been identified and
does not involve any sensitive archeological monuments etc. The social impacts of land
acquisition and adequate mitigation measures are brought out in the Social Assessment
report.
* Construction of Roads and Bridges
This acti%itv involves construction of the main highway road, road over bridge, cross
drainage works, approach roads, and other supporting structures. This activity involves
use of bulldozers, road rollers, water tankers etc., This activity is machinery intensive
resulting in noise and dust generation. However, this activity will be a short-term effenft.
Protective measures should be undertaken during the construction phase.
The construction activity can provide ample employment opportunities for the residents of
the nearby villages. The construction of proposed road would also promote business
avenues for the local people, better transportation facilities and development of
industrialization in the area.
' Construction of Site/Camp Buildings
This acti%itv involves construction of buildings for office, construction camps and
hlabitation during the construction period.
This may result in cicaring of vcgetation and pose sanitary and health problems in the
construction camps. Due care should be taken to maintain hygienic conditions at site.
5.6.3 ) Socio-economic Impacts
Emplovment Opportunities
The project is likely to be completed in a period of 3.5 years in two phases. During
this period manpower will be needed to take part in various project activities. About
500 persons per day are likely to work during peak periods. In the post-construction
phase about 300 persons/day will be employed for operation and maintenance of the
system. Thus. the project would provide social benefits in terms of direct employment.
Additionally more people may be indirectly employed in allied activities and trades.
Scott Wilson Kirkilatrick Draft Final Report
3-5/1 9
AudIi-AuliI .%j'ir RoadgI
Elhiancement of Local Econoniv
Tlic proIICct ro(l which is a ma.ior lin;k hetwecn Gujarat and Rajastihan will connect
Ahimcdahad to Nilahcsaiia with improved conditions. This will l'acilitatc the rural
population to move from onc State to another to bring and sell tiheir produce. The
upgraded road will iicilitatc rural population to movc cluickly towards urban ccntrcs
an(d return tlie-elioii Xt'ili thc devclopmcnt of project. it is likely that niorc pcople
from the region will be involved in trade. commerce and aliied services. Witih the
availability of dependable road link with Ahmedabad the overall industrial and
commercial growth in the region is also likely to witness accelerated growth.
* Reduction in Time of Travel
Savings in travel time will be the major benefit to the road users. Implementation of
the project wvill raise the average vehicle speed by more that 20 kmph for all
catceorics. For the expectcd speeds in the year 2000. the rise in traffic speed will
translate in a savintgs of about 25 minutes in the travel time between Ahmedabad and
Mahesana.
d Enhanced Safety oni the Road
The traffic currently utilising the project road is a mix that arises due to local trips by
the rural population, industrial and commercial activities in the project area and the
long distance through traffic. At some locations considerable pedestrian movement
is observed. As a result, a few traffic bottlenecks, specially at Sertha and Chhatral
have developed. As a result the number of accidents on the road is constantly on the
rise. With the three fold estimated rise, under the "no project" situation by the year
2015, the problem will further deteriorate very considerably. Augmentation of
existing 2-lane undivided carriage way to 4-lane divided carriageway with service
lanes at critical siretchcs will provide major improvement in road safety by segregating
thc fast and slow moving trafirc and increasing the road space.
5.7 Other Issues
5.7.1 Transport of Hazardous Material
As brought out in Section 3. during the road side survey, it was found that about 23.9% of
the commodities transported through the existing.road are of hazardous type comprising
of petroleum products (0.6%No). industrial raw materials (9.5%), petrol and oil (7.0%/a) and
chemicals and fertilizers (6.8%).
After the implementation of the proposed road, increase in traffic is envisaged due to
development of industries and other allied activities in the close vicinity. On the other side,
congestion problems and probability of accidents will reduce considerably due to the better
design service level.
The spillage materials on the road near the ponds or rivers/canals may cause loss of life or
property as also adverse water quality impacts, if the materials find their way into smrface
Scott Wilkon Kirk-latrick Draft Final Report
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hadi-hdl *l .%pulr Remad,
water bodies. Transport of the hazardous matenrals by road is regaulated bv Motor Vehicles
Act 1989. which provides precautions to be followed by the consignor. owner of the
i±oods carrier and its driver to mininize the nrsk of accidents and damane control in the
event of mishap. As a precautionary measure. Special Purpose V ehicle (SPV) should
obtain insurance cover to provide for loss of property and life and also for the cost of
cleanup operations. The nearest fire brigade stations should also be upgraded adequately
to handle the emergencies arising from accidents involving spillage of hazardous materials.
5-7.2 Severance Issues
J' The Severance studies were conducted all along the project road including Sertha
bypass. The community utilities like water pipeline, road-crossings, electrical
installations. telephone poles and liigh tension power lines, schools, religious places,
burial grounds, etc. were noted.
The section-wise (each kim) details of the utilities like telephone, electric poles and fibre
optic cables have been shoun on the Drawings (see Volume 5, Part I & Part 2)
An oil and gas pipeline together with an optical fibre cable lies beneath the road from
A,hmedabad to Mahesana, the former at a depth of 2-2.5 in, the latter at about I - 1.25
m. deep. The vertical alignment will be designed to keep above these facilities. There
are about 1000 telephone and electricity poles within the ROW and these will require
relocation. There are two graveyards at either side of the road at Chhatral (Km 36).
These limit the right of way at the locations. It would be culturally and socially
unacceptable to consider removal of these sites from their existing locations, hence the
road will be narrower at this section.
As regards cattle and pedestrian movement across the road is concemed. it is necessary to
nitigate the adverse impact by providing sufficient road crossings over all the critical
locations along thie road.
5.7.3 Cross Drainage Works
The proposed project envisages repair/reconstruction of the existing Cross Drainage (CD)
workls and bridges where warranted and construction of new bridges and CD works
adjacent to the existing ones (due to widening of the carriageway). Hence impact of CD
workLs is not considered to be of significance.
5.7.4 Environmental Impact at Quarry Sites
Import of earthfill material and stone aggregates for construction of highway form the
major quarrying needs for the project. The overall material requirement for earthfill
iailcrial and stonc aggrcgates have been estimated to be about 2.2 million tonnes.
Mining is under progress in the identified stone quarry and is under lease arrangement with
the Department of Mining and Geology. Accordingly, the lease agreement stipulates
implemientationi of cnvironmiental management plan incorporated in mining plan approved
by the Indian Bureau of Mines. during and at the closure of mining operations. Under the
Scott Wilhon Kirkliatrick Draft Final Report
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AUddi-AUWi .%pur lt.}til.
rnanancment pian, lhe pit sites arc requiired to be restored and reclanimed in n satisfactorv
state on completion of miningt operations. During the operation of mine, the lessee is
irtqiirrcli II' in r' nd.r14jint1r rni-r *i in del ivei -Ilnc wnler iirri nf ilmrir wrilimirne:ncn foir
duiiiestic aIId apjicultural use anid also Ilot to pollute the surtice water soulrces in the
vicinity of the nining area. As the quarry w-ill be restored and reclaimed by the lessee
impacts on local environment are therefore not envisaged due to stone aggregate mining of
the project.
Further it needs to be noted that the existing qliames are being utilized for supplying
material to Mahesana and Ahmedabad. The proposed project will require only a fraction
of the annual output of these quarries.
5.8 Summarn of Impacts of the Project
The potential impacts of typical highway projects was given in Table No. 3-5/1. The Table
No. 3-5/10 below summarizes ilte impacts specific to this project considering the present
environmental setting.
5.9 Analhsis of Allernatives
Two categories of alternatives were considered while finalising the project alignment. First
category of altematives were in the form of choice of different alignments for the project
road. The secondary category of alternatives were in the form of different configurations
of serNice roads and allied facilities. Various options with respect to the two categories of
alternatives were considered during the initial stages and the most suitable project option
described in Section 3 was considered for detailed environmental and social assessmnent.
The project altematives for the detailed assessment, thus, confined to "Build" and "No
build" options. Findings of the assessment of two options have been presented in the
earlier sections and it is observed that although there are a few irreversible impacts during
the operation phase of the project, specially in terns of noise and air pollution, the impacts
are essentially minor. Appropriate mitigatory measures such as landscaping, greenbelt
development and enhancement in road design through underpasses for road crossing will
maike thc project environmentally and socially acccptable.
The "'build" option is also desirable by virtue of its beneficial impact on the local and
regional economy.
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'li-KaI tol.Vpur Road
TABLE No. 3-51/11
P_I'olclaisl Enuviro.nmcntal livi)licIs of Alimedaliad - Ruliesans Rotzd Project
NaIa,. nrt of Invirsdii- (741"Orml ioo IPlue (rgtq oneMecb tain PhttE (IF lect.)
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Scott Wilson Kirkplitrick Dr:mfi Final Rcgmr
apmbilaode
6
Ehnvironmental Plan
Ai iii-A ll{)l .spilr Rmidl{
6.0 ENVIRONIMENT!AL MANAGEMSlENT 1PLAN
(,. I ltItrI-flhtICti .... ,
This section enumerates the set of measures to be taken during project construction and
operation to eliminate or reduce adverse environmental impacts to acceptable levels,
based on an Environinicntal Nianagement Plan (EMP).
Broadly, the EMP is divided into the construction and operation components. For the
integration of the EMP with the project implementation, identification of the responsible
institutions has been done and appropriate budgets have been shown. Finally, a
monitoring and institutional plan has been presented.
6.2 EMP During Construction
EMP during construction addresses issues such as,
* Compcnsation for Loss of Land
* Rehabilitation and Resettlement during Land Aquisition
* Labour Camps
* Soil Disposal and Soil Erosion Control
* Air Pollution
* Water Pollution
* * Impact on Natural Pond at Sertha Village
* Compensatory Afforestation along with road
* Lighting Provisions
6.2.1 Compensation for Loss of Land
About 13 hectare of land needs to be acquired to construct 2.5 km long bypass for Sertha
village. Out of 13 hectare about 9.54 hectare is under private ownership. Several social
and economic issues are involved with the acquisition of such lands. Importantly, for
those families which loose significant land holdings to the project, adequate measures to
restore income levels are necessary to be integrated with the project development. All
relevant issues related to land acquisition and removal of structures falling within RoW
have been discussed in Section 10.
6.2.2 Labour Camps
During construction, it is estimated that a labour force of 425 people will be working on
the project for a duration of 3.5 years and in two shifts. Most of the labour would be
collected for the daily shif, howevcr, a need exists for at least one or two labour camps at
the site.
Although the location of labour camps is the responsibility of the contractor, local
authorities would have to be consulted. Further, labour camps should not be set up at
certain exclusionery zones. Figure 3-3/7 shows the locations where labour camps are not
recommended.
Scott Wil6on Kirkpatrick Drart Final Report
wha317 :¢4~~~~~~~~~-611
The provision of potable water and sanitation labour camps should be covered by the
(icncral Conditions of Conitract (GCC) and sliould be framed such that tile labour camps
receive safe and adequate quantity of water and sanitation facilities take care of the
disposal issues in an hygenic manner.
Water supply to thc iabour camps may be done from existing tube wells along the
alignment whlich are owned by the farmers. Water abstraction from natural ponds (such as
those near Sertha) should not be done, unless consented by the pond users.
Sewage and the domestic solid waste generated at the construction work-ers colony would
have a negative impact on the aesthetics and environment of the surrounding area, if not
disposed ofl in an efficient manner. Sanitation blocks consisting of low cost solutions such
as dry pit latrines may be considered with a provision of adequately sized septic tank. A
provision of Rs. 0.35 million has to be made for provision of water supply and
sanitation facilities.
About 425 people per day will be work-ing for 3.5 years in two phases during the
construction period. According to the criteria of the Ministry of Health and the World
Health Organisation (WHO), the labour camp should have a Health Centre with one
doctor and support staff. Contractor will be responsible to provide the health facilities to
the labour workling for this project. A provision of Rs. 0.35 million has to be made in
the project estimate.
6.2.3 Soil Disposal and Soil Erosion Control
Construction of road involving cut and fill and embankment is a specialised and a
complex task. For safcty and environmental reasons, elaborate measures need to be
adopted for collection, transfcr and disposal of excavated soil. Soil collection,
transportation, disposal and its trcatmcnt nced to be carried out in a systematic manner.
These containers should be such that soil should not spill during transportation to the
disposal site. The excavated soil will be first collected at temporary sites and then
transferred to the disposal sites.
The construction activities in this project are expected to generate about 880,000 m3 of
soil. Out of this, about 600,000 itn is lik-ely to be re-utilised in filling. As cut and fill sites
are at different places, and the fact that the available volume exceeds requirement
disposal, identification of temporary and final disposal sites is necessary during
construction/detailed study.
A tnick has a carrying capacity of about 8 tonnes. and hence about 4 m' of earth could be
disposed dtirinig every trilp, and on this basis 70.000 truck trips will be required during
construction. IThis means about 125 truck trips will be required everyday. Movement of
the trucks should be restricted to only two shifts of the day to avoid nuisance to the
neighborlhood.
Scott Wilson Kirklipatrick Draft Final Report
p 612.
Kadi-Aalol spur Road
It is estimated that about 12 ha of land will be required to dispose off the excess volume.
For ilic control orsoil crosion, grass vegctation is reqjuired at the final disposal sites. The
cost of grass vcuctation is about Rs. 7,000 per ha. Ilence the total cost of grass
vegetation works out to Rs. 84,000/-
6.2.4 Impact on Air Quality
During construction period the impacts on air quality are mainly due to the material movement
and the actual construction activities.
Due to material movement air quality over a large area is affected though, not in significant
levels. There is an increase in the dust levels all along the haul roads, the borrow areas and the
dumping areas.
The emissions from the construction machiinery are the major source of ambient air pollution
during the actual construction. Continuous use of concrete mixers, generators, bulldozers,
rollers, crane, trucks etc., give rise to the ambient NO2 levels which may exceed the
permissible concentration limits. The degree of impact may increase during winter season and
during night time.
Mitigation Mieasures for Mobile Source Emissions
In order to curb the increased fugitive dust emissions in the area due to vehicular
movement and raw material transport, provisions should be made for sprinkling of
water on all the haul roads in the area. Sprinkling of water should be carried out at
least twice a day on a regular basis during the entire construction period especially in
the winter and summer seasons. Special attention should be given to all the haul roads
passing through residential areas in the region. Daily inspection at haul roads and at
construction site should be caffied out to ensure removal of construction debris to the
landfill sites;
Dust covers should be used over the beds of trucks which will be used for the
transportation of materials prone to fugitive dust emissions. Additionally any of these
materials which may collect on the horizontal surfaces of these trucks dwuing loading
should be removed before transportation;
* Construction requiring street closings in heavy traffic areas should be performed
during off-peak, hours;
* Idling of delivery trucks or other equipments should not be permitted during periods
when they are being unloaded or are not in active use,
* Concrete should be supplied from an on site batching plant in order to reduce travel
distances of concrete delivery trucks; and
* Low emnission (diesel) construction vehicles should be used wherever possible.
Mitigation Mleasures for Fixed Source Emissions
ScottWilVon Kirk-patrick Draft Final Report
Sp -r1Wd&W1"e7 3.6/3
AtgUU-tAglfl .1fiur j(jejjg
The construction yards N02 emission is expected to a have significant influence up to
I km distance on the downwind side under adverse meteorological conditions. Hence,
it is essential that it should be located within I kn of major villages likle Sertha,
Chhatral and Kalol;
All stationary equipmcnts sliould be located as far as practicable from receptor
locations in order to allow dispersion of emitted pollutants;
* Areas prone to fugitive dust emissions (such as demolition, excavation and grading
sites and routes of delivery vehicles across areas of exposed earth) slhould be stabilized
by usint water;
* Though the exclusion area for construction will allow control of NO2 at major villages,
during winter season the ambient air quality in the predominant downwind direction
should be monitored at a frequency of two days per week for 24 hours to assess the
prevalent emission levels at sparse settlements to decide the need and extent of
restrictions on night time construction activity. If the air quality limits are found to be
violated, the construction operations during night time especially in the winter season
should be carried out under rcstricted conditions. The work schedule and the operation
timrn of each machine can be suitably modified and have limnited construction activity to
exercise a control on the ambient air quality levels;
* Proper care should be taken for storage of furnace oil, LDO etc.; and
* As soon as construction is over the surplus earth should be utilized to fill up low lying
areas.
6.2.5 Afforestation
In the absence of proper planning, the project may leave behind ditches and scars in the
area all along the road alignment, seriously affecting the aesthetics and public health. An
approved code of practice for developing barren area will have to be followed. Also
landscaping proposals shall have to be worked out to suit the terrain through which the
road is passing. The Contractor will be responsible for landscaping along the road
alignment and development of barren areas.
The Department of Forests, Ahmedabad is responsible for the conservation and
management of trees/forest in the project area. The Forest Conservation Act of 1984
stipulates strict forest protection measures and outlines procedures (guidelines 1/08-
1 (ii)) for compensatory reforestation if the department accepts conversion of forest land
for other purposes:
* if non-lorest land is not available. compensatory forest plantation is to be
established on degraded forest land to the extent of twice the affected or lost-
forest areas:
Scott Wil%on Kirkpatrick Draft Final Report
p-frmi,L.Ls>~ l 3-6/4
Adali-AuhtI spur Rnuad
* if non-forest land is available, compensatory forest plantation is to be raised
over an area equivalent to the affected lost area of the forest.
For the present project. it is found that about 5,000 trees are likely to be lost due to the
project construction. Following the forestry rules, double the number of trees, i.e. 10,000
will have to be afforested along the road alignment. The objective of the afforestation
programme is to develop natural areas in which ecological functions could be maintained
on a sustainable basis. Therefore, planting of miscellaneous indigenous tree species
should be applied. The recommended tree species are given in Table No 3-6/1.
Table 3-6/1
Recomnmended Tree Species for Reafforestation
S.No. Local Name Botanical Name
Pilu Salvadora
2 Baval Acacia arabica
3 Bordi Zizyphus jujuba
4 Limdo Azardirachta indica
5 Amli Tamarindus indica
6 Jeilji Bauhinia racemosa
Apart from the afforestation requirements, development of green belt along the road
length is desirable as it attenuates the air and noise pollution, adds to aethetics, provide
shade to road users and camels, serve as nesting ground for the birds and helps in
maintaining the micro-climate. With these benefits of afforestation in mind, a plan of
landscaping and planting of tress is propsed along the entire road length. Based on Rs.
600,000 lkm, the costs of compensatory afforestation and landscaping for this project
workl out to 312 lak-hs.
Landscaping should be done with a lag of 3-4 months from the start of the work on any
section. The section should be deemed to be complete when the landscaping is over. An
agency must be appointed thereafter to maintain the survival of plants and paid on plant
survival rate;
Plant species suitable for the area should be planted at the onset of monsoon season. The
plants should be provided adequate protection from animals and proper monitoring should be
carnied out to assure their grosth.
6.2.6 Noise Control
During the construction stage, there would be an increase in the ambient noise levels of the
region due to continuous traffic movement and the construction vehicles.
Mitigation Measures
The siting of construction yards sites should be done leaving at least 100 m distance-
from any residential areas which will allow noise to attenuate; and
Scaen WVilXiI Kirkpairick D)raft Final RepHort
! . ' t ~~~~~~~~~~~~~~~3-/5
Audi- .hd spur It ,,ua
The main noise producing sources such as the concrete mixers, generators, grader etc.
should be provided with noise shields around them. The noise shields can either be a
brick masonrv structure or any other physical barrier which is effective in adequate
attenuation of noise levels. A three meter high enclosure made up of brick- and mud
with internal plastering of a non-reflecting surface will be very effective in these
regards.
Noise measurements should be conducted during the construction to assess the
prevailing noise levels. For protection of construction workers, ear plugs should be
provided to those working very close to the noise generating machinery.
The exposure of workers to high noise levels especially, near the ROW needs to
be minimised durin, construction period. This could be achieved by:
job rotation
The workers employed in the high noise level area could be employed
in low noise level areas and vice-versa from time to time.
noise control methods such as mufflers or barriers
Special acoustic enclosures should be provided for individual noise
generating equipment, wherever possible. During construction, there may
be high noise levels due to use of Cement Concrete Mixers, Generators,
Dumpers/Trucks, Bulldozers, Rollers, Excavators, Pavers and graders.
Effective measures should be taken during the construction phase to
reduce noise from these sources for instance by fitting exhaust and intake
mufflers.
The operation of the above construction equipment can produce noise
levels upto 100 dB(A) at a distance of 25m. The noise level could be
reduced by using a combined sound absorbent to 70dB(A) at a distance of
15m. The construction contract should specify the use of equipment
producing not more than 90 dB(A) for the eight hour operation shift
Use of noisy construction equipment should not be permitted during night
hiours.
Noise level from loading and unloading can be reduced by usage of
various types of cranes and by placing materials on sand or the beds of
sandy bags.
6.2.7 Water Pollution
The proposed project will not alter the existing water quality on a permanent basis, but duwing
the construction phase extent of surface runoff and silt load may increase giving nse to a
negative impact on receiving natural water bodies, especially the ponds.
Scott Wilson Kirkpatuick Draft Final Report
3-6/6
Atltt-AUhJI .3spurho jal
Mitipation Mleasures
Runoffs from the construction site should be passed through silt traps.
6.2.8 Impact on Natural Pond at Sertha Village
Another negative environmental impact would be due to the alignment by the by-pass at
village Sertha The by-pass alignment cuts an existing pond at village Sertha by about 10% and
hence 10/o of the pond area needs to be filled up. Any alternate alignments are either leading
to more land aquisitions or not acceptable from the transportation engineering point of view.
The impacts of such an intervention are three fold,
* Loss of pond's hydraulic capacity with risks of flooding in monsoon.
* Risks of induced soil erosion and water pollution by vehicular ermissions
* New alignment causing a bamer to the existing pond users, including cattle.
In ord:r to minimize the above impacts, following mitigations have been recommended.
Mitigation Meawres
* Measures like deepening of the pond, bank improvernent works should be done in
order to maintain the same voluretric capacity of the pond;
Proper vegetation or landscaping at the sides of the pond boundary can minimize the
extent of contamination of the pond due to pollutants released by vehicular traffic.
Adequate underpass should be provided as close to the pond as possible to allow the pond
users from the either sides of the road, especially the cattle to continue accessing the
pond. This provision has been already made in the design and cost estimation of the
project, based on the interim recommendations of the EAISA study.
6.2.9 Lighting Provisions
It is proposed to provide the illumination at Toll Plazas, Kalol Bypass, major
intersections, underpasses and cattle crossings. Normnal requirements for illumination arc
summarised in Table No 3-6/2. The Contractor will be responsible for providing the
illumination at the various points listed.
Scott Wilson Kirkpatrick Draft Final Report
sp_le7 3-6n7
Aat,-Aiiali spur Roi,adi
'I'ABLE No 3-6/2
llutiniiatioii at Different Locations
Location Illumination (Lux)
Kalol Bypass 250
Major Intersections 250
Toll Plazas 250
Underpasses 250
Cattle Crossings 100
6.3 EMIP durinig Operation
The operation of the proposed highway would be socio-economically beneficial to the entire
area due to a reliable and fast transport facility with a high level of service. Traffic congestion
and resulting delays and accidents would be minimized on all other roads of the area.
A rise in air pollution in the areas in the downwind direction ofthe road will be observed as the
traffic grows in future. The observed levels will be however lower than the expected levels as
smooth traffic flow will reduce the emission levels per unit distance travelled. Also noise levels
will be lower due to re-routing of the aligment away from the population centres.
6.3.1 Impact on Air Quality
Afier the project implementation the ambient air quality levels in future years will be better
with respect to without project scenario. However, as the traflic increases, the ambient air
quality will rise. The effect will be more pronounced during winter season when night time
ground level inversion are observed in the area.
Mitigation Measures
The most effective control methods of air pollution due to vehicular emissions is to use
fuel efficient engines, introduction of catalytic converters for petrol vehicles and use of
smoke traps for diesel vehicles;
It should be made compulsory for all vehicles to adhere to the engine maintenance
schedules and standards to reduce air pollution due to vehicular emissions.
* Along the highway plantation of trees such as neem which has known properties to
absorb HC is recommended. Care should however be taken to space the trees so as
not to restrict movenent of air, and
* Development of landscape along the main road can bring about 30 percent_eduction
of concentration of pollutants at the ground level. It is therefore recommended that the
area available on both sides of the highway should be used to develop a green belt
with dense canopy to mininize the air quality impacts in the downwind regions. Such
development will also improve the general aesthetics in the region.
Scott Wilson Kirklatrick Drft Final Report
3-W6/
Kadi-Al/i spur ,,Rnuad
6.3.2 Impact on Noise Levels
D)urlini lite 41perZ4lflli st:apc. ilieite %V1Itiic hc :a1 ittCIt,L' ill 111 hieiI iise levels of' I lic rCgio)n)
due to coniniiiuous trallic Movement. Amuibient niu ht time noise levels would experience high
levels due to movement of heavy traffic.
Mitigation Mleasures
Development of greenbelt along the main road can also bring about considerable
reduction in noise levels. The area available on both sides of the road should be used
to develop green belt comprising selected species of trees with high canopy to provide
added attenuation of noise;
Use of air homs should be minimized on the highway during night time. During
daytime use of homs should be restricted at few sensitive locations. This can be
achieved through the use of sign boards along, the roadside; and
Future development along the road should follow correct landuse norns so that
sensitive receptors are not located along the road, specifically along the bypasses.
- Formal recommendation can be made to GoG about the need to restrict any maor
activities within the impact zone due to voilations of noise standards both near
residential and commerical areas upto a distance of about 150 m from the ROW (after
taking attenuation of noise due to landscaping etc., into consideration). In the absence
of any such laws on land development along the road in the existing situation, the
social and financial implications of which have not been addressed in the report
including its viability.
6.3.3 Emergency Measures
Emergency measures are adopted to avoid total failure in the system e.g. lights, fire and
accidents. The aim of the Emergency Action Plan is to identify areas, population and
structures likely to be affected in the event of a catastrophe. The action plan should
also include preventive action, notification, warning procedures and co-ordination among
the various relief authorities. These are discussed in following sections:
Emergenicy Lihliting
Emergency lights operated on battery power should be provided at each toll plaza,
subway and crossways.
Accidents, Fire and Emergency Medical Aid
As the proposed project road will lead to continued and increased transportation of hazardous
substances, even if they are expected to follow the Environmental Regulations regarding
storage, handling and transport it is necessary to provide for some back-up facilities in the
event of an accident. It is recommended that the following facilities be provided as a part of
the project:
Scott Wilson Kirklatrick Draft Final Report
-p~.mj*frm~,~k&m~X* '3-6/1)
ad,i-KOAuI .qJtir Rgo,ad
i. ambulance stationed at the toll plaza
ii. tow truck for rcmoving damaged vehiclcs
iii. communication facilities at each (and in between) ends
iv. access to fire-local (district) fighting facilities.
In the current operation scenario of the project, it is necessary for the project operator to
undertake additional responsibility for above back-up facilities in view of the stakes involved in
operation of the toll road. However, like any other national/state highway, the operator's
responsibility is nevertheless limited since it is the district administration's job to highway
accidents.
6.4 Insitntional Arrangements
Table No 3-6/3 highlights some environmental issues which are directly related with the
project. Appropriate mritigation measures with respect to these issues entail participation of
concerned departments of Govemment of Gujarat. Thus the sugested measures with respect
to these issues, therefore, are advisoTy in nature and not binding on SPV or the prospective
contractor.
Table Nos 3-614 to 3-/8 presents the action sheets that describe specific recommendations
lnking the impacts, mitigation measures and institutional responsibilities.
TABLE No. 3-6
Environmental Management Plan - Ahmedabad - Mlahesana Highway Project
Eminnmuental Issues Actions to be Taken (1998 to 200J) Responsible EntWi
Constmclion Phase
Dust contamination at site Construction sites and access roads passmng Prospeti Contrctor (PC)
and ort haul roads throuh rcsidckmtial and commercial areas and
unlied haul roads to be watered twice each
day
Air pxllutioin 24 hxourl num itring at a frmqupx of tuo SPV through PC
tins a wveek durinjg winter season in
residential arnas
In the ceitw of violation of 24 hourly avea ge SPV through PC
lnliciu sanidard fri r esidLntial areas.
constnrction acti%itics to he restricted between
6 amn to 6 pmn
Noise pollution Provision of ear plugs to hca%y machmny PC
operators
Costniructitm or3 nmere tall enclosures around PC
gncrator sets and concrete mixers when
otnistruction yards are widiin Ioum of
esidential aares.
Disposal ol construction Daiy inption of haul roads and sites for PC
debris construction debris, its collection and disposal
to landfill sites
Scott Wilson Kirkpatrick Draft Final Rcport
qp uk*facV31i7 3-6/1l0
Adi.-AlfuI ..Vp"r Road
I ABLE No. 3-6/3
Enviroiinmental Alanagellicuit Plaii - Ahmeedabad - Mahesana llighway Project
En ironmenlal Issues Actions to be Taken (1998 to 2004) Responsible Entity
1 raflic an i ransporutiuin All hauled material to be covered while becig PC
transported
Construction related transpnrtation activity to PC
be uniformly distributed duning the night to
minimize noisc impacts
Routine check of vehicles used for PC
transportation and their proper maintenance to
minimize vehicular pollution
Domestic sewage and solid Provision of water supply and washing PC
w3stc at workers colony f3cilities
lrmnisioi of waste disixpsal facilitics likc
septic tanks at the construction work-ers PC
colony
Pronision at site imid in wtnkers culonv fior
cans for coliection of domcstic refuse PC
Provision for composting or domestic refuse at
consuruction workers colmo PC
Remino Of tr andm landscaping plan to be asked with schedule of SPV through contactor
landscaping construction frsn contractor. it should be
impilcented ctncurrcnt to thc road
construction with a lag of 34 months
_Oprtkn Phas (April 1999 -2030)
Air l)llution lIrnvision of ambient air qtualiLy mtmitofing Giujarat State Govenment
near the higinvay in tie dow.o nwinld direction through State lPollution
Control Board and SPV
L)cswlmcient or wide green belt all alonmg te SIPV thiugh PC
alistnmni w vithin the ROW
Noisc pollution Mininmization ol u.sc ol horns near sensitive Traffic department and the
locations and during night time wvith the help Gujarat State Gowemnment
of signbords in prope positions
Scott Wilson Kirkpatrick Draft Final Report
sfrmsu^ kdo.3Oi'7 3-6/11
Aali-Au_jlI spu ARadl
TABLE No 3-6/4
Action Sheet for Mitigation of Construction Phase Impacts
Actioni Shect - I
Environmcntal Air Fimissions (D)ust/Particulaics)/ Dispoml of Constrnction Dcbris
Attributc
Issue Increased dust levels adjacent to hiaul roads and construction
v%ards. Uncollected construction debris.
Mitigation measure Sprink-ling of water twice a day along the haul routes passing
through residential area and at the construction vard.
Methodolog,y for Water tank-ers should be deployed by the contractor through out
implementation the %%inter and summer months and during dry spells in monsoon
months to water at construction yard and those sections of road
which shall carry the construction material through the residential
areas. Water sprinkling should be carried out in the morning and
evening hours every day.
Water from the ponds near Sertha will not be used without the
consent of the village communuity.
The uncollected construction debris can also contrbute to fugitive
dust and idsaitary conditions. Daily mspection at haul routes and
construction sites should be conducted to ensure speedy disposal of
construction debris to landfill sites. Neauyby borrow pits may be
used for disposal of debris or areas which may need a noise barrier
mav utilise the debris to create a hump
Implementing Agency Prospective contractor/sub-contractor
Monitoring Agency SPV through the feed backl from the citizens comnittee.
Legal Instrument The above activity should form a part of the bid documents and
construction ageement. This will facilitate the contractor to take
into account the cost of above measures while biding for the
contract.
Scott Wilson Kirkpatrick Draft Final Report
ap *dAfsmaLaLd.~~~IIin7 3-6/12
Aud1-Aain lspr Road
TABLE No 3-6/5
Aclioi Shlet for Witigation orcolistnictioni Pliase Imxpacts
Actioii Slheet - 2
Environmental Noise PoDution
Attribute
Issue Increased Noise levels during day and night time in the residential
areas adjacent to the construction vard.
Mitigation measure Siting of construction yards more than 100 m away from any
residential areas;
Provision of enclosures around stationary sources of noise at the
construction yard and restriction on noisy operations during the
niaht if monitored noise levels indicate exceedence of standards
afier construction of enclosures.
Methodology for Select construction yards sites leaving adequate distance to allow
implementation noise to attenuate.
For the protection of construction workers, ear plugs should be
provided to those working near the noisy machinery.
Noise measurements should be conducted if desired by the
Citizen's Comfittee during any stage of construction with
necessarv follow up for noise control measures.
Implementing Agencv Prospective contractor
Monitoring Agency SPV through the feed back from the Citizens Commnittee and award
_____________ of noise monitoring.
Legal Instrument The above activity (provision of enclosures) should form a part of
the bid documents and construction agreement. This will facilitate
the contractor to take into account the cost of above measures
whfile biding for thc contract. The cost of monitoring of noise levels
should be borne by SPV.
Scott Wilson Kirklpatrick Draft Final Report
up:mked&b.imhkjaca et 31-6/13
Audi-Aaols purR Joad
TABLE No 3-6/6
Action Slhcci for Mitigation of Comistruction Phase lmpacts
Action Slieet - 3
Environrental Sanitation at Construction Work-ers Colony
Attribute
lssue Adequate sanitation facilities and Hygiene at construction workers
colonv.
Mitigation measure Provision of water supply and toilet facilities at construction
workers colony as per the stipulated guidelines in Indian Labour
Act along with provisions of septic tanks and refuse composting
facility.
Mcthodology for The camp must not be located within I km of the-'exclusion zones'
implementation as identified in Figure xxx
The contractor should ensure adequate water supply and toilet
facility with septic tanks and mechanisms for composting of
domestic refuse at construction workers colony. The Citizens
Conunittee should provide feedbacl; from construction workers
and bv regular inspection abou. the adequacy of facilities.
Implementing Agency Prospectine contractor
Monitoring Agency SPV through the feed back from the Citizens Committee.
Legal Instrument The above activity should form a part of the bid documents and
construction agreenent. This will facilitate the contractor to take
into account the cost of above measures while biding for the
I contract.
Sco Vilo.Mu Kirkpairick Draft Final Report
iAA_ks33I 3-6/14
A"ijt-Audltst nlr it o-
l AlBLE No 3-6r7
ActoiIl Si;ect {ox Nfifiligatio rf conStruCtionl Phlaise Imipacts
Actioni Sheet - 4
En%ironmental Landscaping along the highway
Attribute
Issue To compensate the cutting of 5000 trees during the construction
phase.
Mitigation mcasure Dcvelopment and Maintenance of landscape along the proposed
highnvay, whiicih acts as air pollution and noise barrier and improves
aesthetics
Methodology for The contractor should give a plan for landscaping concurrent with
implementation the road construction schedule (with-a lag of 3-4rnonths for
preparing the ground). The construction of a road section will be
deemed to be complete only after completion of the landscape for
that section.
Phase-v,ise plantation should be taken up by the SPV . This water
required shiould be taken from the borewells or nearby surface
water bodies (except ponds at Sertha 3y-pass, unless consented by
the conmnunity) along the highway. The Citizens Conmiittee
_ should provide feedback to SPV by regular inspection.
Implementing Agenc SPV through contractor
Monitoring Agency SPV and the Citizens Committee.
Legal Instrument The above activity should forTn a part of the overall project cost.
Impementing Agency SPV throuah contactor
Monitoring Agency SPV and the Citizens Conmmittee.
LeWal Instrument The above activity should form a part of the overall project cost,
Scott Wilson ihirkp:trick Draft Final Report
qF_.'&kS m~kn3 3I47 36115
Audi-Al/ .is:pr Rota,8
l AUILE No 3-618
Aclion SihSeet for NIMitig:ation of Coiistnictioil Pliasc Is pacts
Actioll Sbeet - 5
Environmental Air and Noise Pollution
Attribute
Issue Increased traffic flow on the proposed highway resulting in high air
and noise pollution levels.
Mitigation measure Provision of ambient air quality monitoring near the highway in the
downwind direction.
Minimization of use of horns near sensitive locations and during
night time witlh the help of sign boards in proper-positions.
Methodology for The State Government should ensure monitoring of ambient air and
implementation noise monitoring through the State Pollution Control Board and
also through SPV.
The state government should ensure compliance of air pollution
vehicular emission standards.
The traffic department along with the State Government should
enforce the traffic rules like minimization of use of horns etc., along
the highwav.
Implementing Agency State Government /State Pollution Control Board
State Government/Traffic Department
Monitoring Agency State Govemmcnt through relevant Departmcnts.
It is envis;agCd that thc initigatory mcasures for the construction phasc impacts will forn part of
tender documents inviting proposals for construction. The responsibility for their compliance
thus would be binding for the prospective contractor as the contract condition. The overall
responsibility for implementation of rnitigatory measures will. however, rest with the Special
lPurpIxs)e 1eice (I''1, which will supervise the construction and operate the highway on its
completion. SPV will be constitute a citizens committee with representation from vilages such
as Chhatral, Sertha and Kalol.
6.4.1 Public information and consultation
The main purpose of these exercises is to know the peoples reaction to the perceived impact of
proposed road on the people at individual and settlement level. Visits should be made to know
the villages and key persons in the villages. The meeting, with k-ey residents and opinion leaders
of the villages and local NGOs who are prominent, good, genuine and committed to the task
assigned should be organised throughl the social survey team or through Gram Panchayat to
explain the purpose and scope of study. Public information and consultation should be
undertaken before mobilizing the project construction in the confidence presence of prominert
NGOs.
Scott Wilson Kirkpamnck Draft Final Report
sp "A 1 36/36
Audli-K/U,0 xpur Rnudl
The views of the villagers should be elicited and the questionnaire (in the form of Information
Brochure I Leaflet) need to be expalined for the personal interviews. Formal meetings are to be
organised with the women and vouth groups at major villages along the project route. These
proccedings should emphasize on the cormmnunity profile of the most affected villages including
their problems, basic issues and concern over acquisition of pond, land and temple etc.
6.4.2 EnvironimumLal nmonilorinig and institutional arrangements
The rmitigation measures suggested in Table 3-6/3 requires monitoring of ambient air quality and
noise levels during winter and peaki construction activities at the construction yard respectively.
The monitoring requirements can be adequately met by sub-contracting the assignment to an
organization undertaking ambient air quality and noise monitoring.
It will be desirable to formalize a mechanism for the incorporation and supervision of
recommended mitigatory measures during the construction. As a first step the mitigation plan
should be made a part of bid document to enable the prospective contractor a good
understanding of recommended measures and his responsibilities towards their implementation.
To supervise effective implementation, SPV should take the following steps during construction
phase of the project.
* Assign all supervision to an official conversant with environmental and social issues
related to the project;
* Constitute ('iziL' ('omnnltlee with due representation from women, Non Government
Organizations (NGOs) and elderly residents to provide regular feedback on adequacy of
mitigatory efforts;
Arrange for monthly report from the contractor on steps taklen for implementation of
mnitigatory measures;
Report and discuss the progress of implernentation with public through Citizens
Committee at an interval of every three months; and
Formulate a system of forewarning the users and residents of the road section
under strengthening considering the constrained traffic flow during construction
of the road.
6.5 Budgetary Cost Estiolates For Emiviroinienlt Prolectiowi
The mitigation measures suggested in Section 6.4 require monitoring of ambient air quality,
noise levels and maintenance of green belt (Landscaping) along the proposed highway. The
monitoring requirements during the construction phase can be adequately met by sb-
contracting the assignment to an organization undertaking these studies by SPV. The cost
estimates presented in this section (Table No 3-6/9) are for the mitigation measures brought out
above. Tlhese cost estimates give only a an indication of likely cost.
Scott Wilson Kirkpatrick Draft Final Rcport
_ _- 17
TAtBLE No 3-6/9
Blhdgtanr Cost Estimntes for Enviroinment Protection
Sr. Itemn Particulars Assumptionis 1 Cost Responsible
No. II I (Rs.) I Agency
Initial Investment (Fixed Cost)
1. Dust suppression at the site Rs. 500/trip x 10 40,00,000 PC
and on haul roads trips/dav x 800 davs
2. Provision of domestic Lumpsum 850,000 PC
sewage and solid waste
disposal at worker's colotnv
3. Landscaping Initial cost of 3,12,00.000 PC
plantatiol
(tRs.600,000/kni x
Total 3,60,50,000
niftial
cost _
Operational Cost (Variable Annual Cost)l
1. Air pollution monitoring Rs. 200,000/season 800,000 SPV through
x 4 seasons for PC
fugitive sources
(construction
yard/nearby Sertha,
Chatral Junction,
Water Park)
2. Nois.e monitoring Fortnightly 600,000 SPV througi
monitoring at 6 PC
locatiols on hourly
basis for 24 hour
period
3. ILandiscaping (annual Curbing, addition of 1,31,04,000 PC
mainteiance) manure including
manure cost and
gardeners @ Rs.
15,OOOtkm x 52 x12
+ cost of water @
Rs. 6,000/km-month
____ _ x52kmx 12
Total annual operation cost 1,45,04,000
6.6 Identification and Management or Risks
The risk, assessment of the project is detailed for all aspects in Volume 4 - Risk Assesment
If thic Environment Managncmcnt Plan togcther with the Resettlement Action Plan is
implemented completely, there will not be any environmental and social risk in the
implementation of the project.
This is an existing highway wvhere the cross drainage works provided have been found to be
effective (inspite of blockages in the drainage no flooding have been recorded). As the
Scott Vilmn Kirk:latrick Draft Final Report
'rVh.&k.d.3Th7 tb/IS
X LU.W ij .%44d44j dAr A.UIi z Ll inaronmental Aoianagemeni rian
AKuIj-Kah, ls.ipr Rw,lu
proposed project will be strengthening the existing CD works and proposing new ones
adjacent to the existing ones, hence the CD works is not an issue of significance in this
pro."'tl
However, as the proposed project road will lead to continued and increased transportation of
various commodities, including hazardous substances, even if they are expected to follow the
Environmental Regulation regarding storage, handling and transport, it is necessary to
provide for some back-up facilities in the event of an accident. lt is reconunended that the
following facilities be provided as a part of the project:
i) ambulance stationed at the toll booth
ii) tow truck for removing damaged vehicles
iii) comnmunication facilities at each (and in between) ends
iv) access to fire - local (district) fighting facilities
In the current operation scenario of the project, it is necessary for the project operator to
undertak-e additional responsibility for above backup facilities in view of the states involved in
operation of the toll road. However, like any other national/state highway, the operator's
responsibility is nevertheless haunted since it is the district administration's job to highway
accidents.
Scott W;lson Kirkpatrick Draft Final Report
WWAa",6cVmx6!&,c"1V7 6/19
Social Assessment - An Introduction
A###ll-A##tiOll r % ff111 tJ
7.0 SOCiA,l ASSESSMENT- -AN INTRODUC'10N
7.1 lutro1odiactiall
Road improvement and construction involve expropriation of land and structures from the
current owners/users. Besides, the economnic disturbance due to land acquisition (L.A)
the construction work- may displace present economic activities within the corridor of
impact of the project. This wvill include eviction of any squatters and removal of petty
commercial structures/encroachments from the ROW forming part of the corridor of
impact. Expropriation of land, eviction of squatters and removal of commercial
encroachments may cause social disruption and economic loss for project affected persons
(PAPS) and their families. The economic losses for the project-include loss of a
commercial structure access to economic opportunities, -or the loss of income.
Therefore, while implementing the project one needs to take into account these
disturbances and losses due to the project, their impact on the socio-economic living of
the peoplc and )lenI for the mitigation measures to minimise any negative adverse
impacts.
As the -project will be implemented by IL & FS, the principles as laid down in- its
Environment and Social Assessment Report (ESAR) become applicable. The ESAR is in
conformity to the World Bank's resettlement policy as contained in Its Operation
Directives 4.30 on in-voluntary resettlement. The ESAR emphasises that the population
displaced and/or adversely affected receive benefits from the project and that where
displacement is unavoidable, the project should assist with the means to improve the
former living standards, income generating capacities and production levels or at least
maintain the previous standards of living of those displaced-and adversely affected. This
requires socio-economic study of the affected area and its people so as to understand their
social, economic and cultural conditions and identify factors which influence the lives of
those affected. The results of such a survey -will indicate the social impact of the project.
This will also provide base line information to plan measures to mitigate any adverse
impacts of the project on the people. These mitigating measures and the strategy for
their implementation are contained in a Land Acquisition and Economic Rehabilitation
Action (LA & ERAP) detailed in subsequent sections of this document. The task of
conducting socio-economic survey and preparation of the LA & ERAP was entrusted to
Scott Wilson Kirkpatrick (SWK) in association with RITES for the project.
7.2 Information oo Project and Scope ror Social Assessment
ROW (Right of Way) refers to the public space which is under the control of RBD
(Roads and Building Department). It is understood from preliminary studies conducted
by IL&FS that ROW of 60 m. exists generally for the whole route between Ahmedabad
and hiahesana except at Sertha village where the By-pass has been proposed. The
proposed by-pass at Sertha village would necessitate land acquisition. Approximately 13
ha, of land has to be acquired from the villagers for the construction of Sertha By-pass.
Information for this has been collected with the help of Revenue Officials and Revenue
Records.
Scott Wilson Kirklatrick Draft Final Report
_PM&"W-f _m33
Kadika8lolspvur Roadl
In case of Kadi-Chhatral link Road. the ROW is 24 m and strengthening the single
carriagc way of two lanes is proposed.
- On botli Lhe Ahmlledabad Mchsana State Highway and the Kadi-Chhatral link road there
are commercial encroachers along the roads. These are primarily located at cross roads
and near some prominent industries. Thus the mitigation measures for these activities will
not require any land-acquisition.
The construction of an over-bridge at a Railway Crossing is also proposed.
7.3 Objectives of the Study
The focus of the exercise is to assess the social impact of the project, identify issues and
consequent risks in the resettlement and rehabilitation (R&R) of PAPs, outline measures
to mitigate any negative impact of the project. In other words, the exercise has two main
components: (i) a General Social Impact Assessment (SIA), the results of which will
becomc the base for (ii) an LA & ERAP.
Scott Wilson Kirkpatrick Draft Final Report
~~~iAfr~~~u4& ~~~ ~~' 3-7/2
8
Land Acquisition Procedure &
Entitlement Framework
Au,Ii.A,a,hl .rrur lioudtl E,zitlement Frome,sork
8.0 LAND ACQUISITION PROCEDURE AND ENTITLENIENT FRAMEWORK
8. I Legal ;nrauiework for Lauld anid Property Acquisition
8.1.1 Land Acquisiton for Road Improvement
Lands coming within the 'corridor of impact' will have to be acquired to undertake
related civil works. The Land Acquisition (LA) office in the Revenue Department (RD)
and the RBD have jointly verified the lands falling in the 60 mtr. ROW. Land records
were acquired from Revenue officials.
The prcscnt study has been carried out as a general Social Assessment by collecting
relevant socio-economic data from the Project Affected Persons (PAPs) and to prepare a
Resettlement Action Plan (RAP) for the adversely affected PAPs.
All LA for any public purpose in the state is governed by the Land Acquisition Act (LAA)
1894 amended in 1984. It is a Central Act and empowers the govemment to acquire
Compulsorily any land not owned by it but is required for public utility. The LAA applies
to those with legal entitlements to land and structure thereon. In this RAP these are
referred to as 'title holders' of the land and other properties there on.
In accordance witlh this Act,
* Compensation for land can be awarded by granting 'land for land'.
D Thfis is granted by the Collector in particular circumstances.
3 Where compensation of privately owned lands, trees, structures and other assets is
paid in money, it is provided at the prevailing 'market value'. According to the
Land Acquisition Manual, market value is the price whichi a willing vendor might
reasonably expect to obtain from a willing purchaser. In addition to market value a
sum equivalent to 30 % of the value of compensation, known as Solatium amount
is paid in consideration of the compulsory nature of the acquisition. Interest is paid
on the compensation and solatium amount from the date of notification -of the land
acquisition or the date of possession of the land, whichever is the earliest.
If there arc any disputes relating to the fixation or rates, these are referred to the
court for settlement
If the land acquisition results in a holding to be operationally nonviable, the entire
holding will be acquired and compensated accordingly.
8.1.2 Procedure for Land Acquisition
For any LA, the Act under section (uls) 4(l) stipulates publication of a notification to
that effect in the official Gazette and in 2 daily newspapers, circulated in the locality of -
which at least one shall be in the regional language. Such a notification enables the -
concemed authorities to enter upon the land, make preliminary survey and determine the
exact portion of the land to be acquired. The substance of this notification is given as
Scott Wilson Kirkpatrick Draft Final Report
*p ilaib,rs1*7 ~~~~34/i
AE,disfJ;-hl'lS !qPfr RoSrI Entitlement FramovirA
concerned authorities to enter upon the land, make preliminary survey and determine the
exact portion of the land to be acquired. The substance of this notification is given as
public notice at a convenient place in the locality in which the land to be acquired is
located. Such a notification provides an opportunity to the parties interested in the land to
file objections if any, u/s-5A to the proposed acquisition.
The next stage of LA is the declaration u/s-6 of the Act specifying the precise boundaries
of the arca of the land to be taken. Every declaration is publishled in the official Gazette
;iid 1in Iwo tdiily nCwspapcrs hIaIving local circulationi. Withl thc nppearancc ol' this
notification in the Gazette, Government in RD issues direction to the Collector u/s - 7 of
the Act to take order for the acquisition of the notified land and/or other immovable
properties. Section-8 of the Act requires land to be marked out, measured and planned,
while u/s-9 notices are served to the concerned stating the intention of the govemment to
take possession of the land and that any claim for compensation should be made to the
Collector. Finally, the award is made by the Collector u/s- Il of the Act after enquiring
into objections (if any) in pursuant to the notice given u/s-9, to the measurements made
u/s-8 and into the value of the land on the date of publication of the notification u/s 4(l).
The award u/s - 11 is made within two years from the date of publication of the
declaration and if no award is made within this period, the entire proceedings of the LA is
lapsed and fresh notification u/s 4(l) needs to be initiated. Once the award is passed, the
Collector takes on of the land, which there upon vests absolutely in the Government from
all encumbrances. However, in case of urgency Section-17 of the Act empowers the
Collector to take on of the land even though no award has been made. Such land
thereupon vests with the Government to free from all encumbrances. However, while
paving compensation, interest is paid on the amount from the day the landholder loses
access to die land.
8.2 Rehabilitation and Resettlement Policy
An R&R policy, encompassing the broad objectives and principles of R&R, categories of
the PAPs and their entitlements and institutional support for implementing mitigation
measures, is a pre-requisite for formulating an Action Plan. For this purpose, the R&R
policy as contained in the ESR of IL & FS formed the base for the RAP.
The IL & FS's R&R policy recognises the need to demonstrate its commitment to social
issues in each of its projects. In the context of social policy, the three cardinal principles
of IL & FS mentioned in its ESR are:
i) enhance the quality of life in and around the project
ii) prevent adverse social situation ; and
iii) mitigate possible adverse social impacts.
These principles are in accordance with the World Bank Guidelines on Involuntary
Resettlement (OD 4.30). The present project will also be covered under the same
gtuidelines. The policy takes into consideration those within the 'corridor of negative
impact' of the project. Essentially, they are iff two broad categories,
Scott Wi6on Kirkpatrick Draft Fsnal Rcport
_ x"dAfrM.d=l4,_3417 34/2
Audi-AaIa I .xl sr 1t,a,iL Entitlement Framework
encroachers on government land and squatters within the corridor of impact.
S.2. 1 Deiiiiition ol I'Al'
Every adult person affected by the project implementation through acquisition of land
and other properties or removal of squatters and eviction of encroachers from the
'corridor of impact' or indirectly by the loss of any economic opportunities due to the
project is, considered as a Project Affected Person (PAP). And a PAP displaced as a
result of acquisition or removal of structures from the 'corridor of impact' is considered as
a displaced person or displaced business depending upon the purpose for which the
structure is being used.
8.2.2 Cut off Date
The cut-off date for the PAPs losing their privately owned land and structures outside the
public land (ROW) and the persons losing to land and other structures within the ROW,
and their eligibility for R&R assistance is the date of the socio-economic survey in the
area and for this project the cut off is October, 1996.
3.2.3 Categories of PAPs
In the context of this Project the following are the major categories of PAPS:
i) who lose agricultural land including tenants
ii) whose livelihood/tradeloccupation is affected
iii) who is deprived of occupational assets
iv) whose occupation is affected by loss of customers and services
v) who loses access to common property / resources
vi) others found / reported affected by the project.
8.2.4 Entitlements
IL&FS is committed to minimise displacement as a result of implementing a development
project. The ultimate objective of the compensation for the asset lost for the project and
any resettlement assistance to the PAPs is to improve their standards of living above the
levels thcy cnjoyed before the project. The entitlement framework is given below:
Scott Wilson Kirkpatrick Draft Final Report
a,ai:wesqlf^34 343/3
Aunii-Au al .%pur J(.gal Entitlement Framesurk
ENTITLEMENT FRAME WORK
TIYi'E OF ISSUEIIMPACT ENTIT LEMENT I ENTITLEMENT
BENEFICIARY
1. Loss of land
A. Homestead
a.With valid title, or i) Family i) Equivalent area of land or
customary or usufruct right cash
compensation at replacement
value
b. Squatters ii) Family ii) Developed plot as per
Govt.
norms
B. Agricultural land
a. With valid title, or i) Title holders i) Alternate land of equivalent
customary or usufruct rights production potential or cash
payment at replacement
value.
b. Tenants. Lease-holder, ii) Individual ii) Local std. for miin.
encroacher economic Land holding, cash
payment for min. econonic
_ _______________________ _______________ land holding.
C. Coninlercial/Industriall
institutional.
a. With valid title, or i) Title holders i) Equivalent land or cash at
customary replacement value.
or usufruct rights.
b. Tenant, lease-holder ii) Unit ii) Equivalent land and
shifting-allow equiv. To 10
I years income.
c. Squatters iii) Unit iii) Equivalent land and
shifting allowance.
2. Loss of structure
A. House
a. with valid title, or i) Family i) Structure of equivalent
customary or usufruct rights standard or cash compensation
_________________________ _______________ at replacement value.
b. Tenant, lease-holder ii) Family ii) Shifting allowance to re-
_.____________ establish residence.
c. Squatters, payment iii) Family iii) Basic dwelling unit as per
dwellers Govt. norns or cash payment
_______________ for basic dwelling unit.
B. Commercial/
lndustria/
a. with valid title, or i) Unit i) Structure of equivalent
Scott Wilson Kirkpatrick Draft Final Report
_S1^1sda3I '7 348/4
audi-Aulol spir Routa Entitlement Framework
TYPE OF ISSUE/IMPACT ENTITLEMENT ENTITLEMENT
BENEFICIARY l
customary or usufruct rights standard
or cash compensation at
replacement value.
b. Tenant, lease-holder ii) Unit ii) Reasonable shifting
allowance equivalent to I year
income.
c. Squatters, payment iii) Unit iii) Basic units as per govt.
dwcllcrs norms or cash payment for
basic unit.
2. Loss of livelihood/trade
occupation.
a. Agriculture / Commercial! i) Individual i) Employment in reconstructed
Individual! Institutional. enterprise or package for
reemployment or starting a
business and transition
allowance equiv. To I year
I wages.
4. Loss of access to
common
resource and facilities.
a. Rural Common Property i) i) Replacement CPRs/amenities
Resources (CPRs) HI-I/Community or providing min. govt. std.
b. Urban civic amenities ii) ii) Access to equivalent
HFI/Community amenities / services.
5. Loss of standinig cr0ps
a. Fanmily i) Family (a.b.c.)cash compensation
equivalent to 1 year income for
crops.
b. Tenant I Lessee ii) Family
c. Encroachers / Squatters iii)Family
Scott Wilson Kir-paltrick Draft Final Rclort
3-*/5
9
S0c jo-Economic Profile
Audi-Atol,j .spur RUoad
9.0 SOCIO-ECONOMIlC PROFILE
9.1 Introduction
The entire process of formulating Resettlement Action Plan (RAP) was done in close
consultation with the PAPS.
The Social - Assessment Study has been carried out in the three parts.
1. The ROW proposed under by-pass at Village Sertha.
2. State Highway between Ahmedabad-Mahesana excluding Sertha by-pass.
3. The link road between Kadi and 'Y' Junction at Chhatral.
As a prelude to the socio-economic survey, the consultants carried out a verification
exercise of the entire corridor of impact of the project mainly to identify any structures
coming within the proposed road alignment. Most of the area within the corridor of
impact was found under private use for agriculture and commercial establishments
(essentially encroachers).
For this project report, as part of socio impact assessment, the consultants undertook:
i) verification of all commercial units coming within the corridor of impact for both
the Highway and the Link road and establishing their ownership;
ii) verification of agriculture lands to be acquired for the By-pass
iii) conducting socio-economic survey among the potential PAPs whose lands were
to be acquired.
iv) focus group meetings with affected stake-holders.
v) preparation of Resettlement Action Plan (RAP) in consultation with the PAPs .
9.1.1 Verification Exercise
Verification exercise was planned basically to identify the primary stake holders of the
project and subsequently to carry out the socio-economic survey among the potential
PAPS. For this purpose, consultants initially contacted Revenue Officials to get the land
records. They also collected relevant details, as available with the RBD, on the LA in the
area.
A verification format was used to note down all the relevant information including
ownership and present use, dimensions and type of structure, and distance from the
existing central line of the road. This was done by contacting individuals/ owners/
occupants of structures/ landholders within the ROW; and the by-pass. The data so
Scott Wilson Kirkintrick Draft Final Report
.,," - , =^^w3l^ 3-911
Aum-tatiU .splr nouil
collected formed the base for minimising displacement and other adverse impact of the
project.
9.2 - Socio-Economic Survey
As indicated earlier, a prerequisite for conducting socio-economic survey was the
verification exercise to identifi primary stake holders of the project. It was decided to
carry out the household survey among all the land owners and also the occupants of
structures (used for commercial activities coming within 60 mtrs. ROW of the Highway
and 24 mtrs. of the spur road).
A well designed and pretested '1louselhold interview schedule' was used for collection of
data. Important aspects covered in the questionnaire were the identification particulars of
the PAP, his/her family details work participation and employment asset/possession,
likely losses of household income, opinion on the project preferences for their
rcsetlemcent etc. Most part of the qucstionnaire was precoded excepting those reflecting
the opinion and choices of the PAP which were left open ended. (Annexure VII).
Through focus group discussion held in both the segments a better understanding of the
nature of the commercial activity and the perception of the group to the project was
ascertained.
9.2.1 Commercial Encroachers on Ahmedabad-Mahesana and Kadi Chhatral Link Road
A verification exercise was undertaken to identify the encroachers on the Highway and
the Kadi-Chhatral Link road. During this period the owners of the commercial
establishment were taken into confidence and explained the requirements of the Project.
Their confirmation to participate in the Socio-economic survey was also obtained during
this process.
It was evident that the owners are aware of the unauthorised nature of their activity.
Subsequently their investments in the activity is also limited, as all the structures
constructed in the ROW are of a temporary nature. Iron frames and wood has been
primarily used without any foundation, so dismantling and shifting would be an easy task.
Interestingly the strengthening and developing of the Highway and the spur road was
welcomed by the owners, who saw the potential of more traffic and therefore better
business. The construction of the overbndge at a Railway crossing will also definitely
benefit the commercial activity due to movement of traffic. They therefore expressed
willingness to shift their structure at appropriate alternate sites.
9.2.2 A Brief Profile of Commercial Encroachers on Ahmedabad-Mahesana Road
Information gathered throws up some pertinent issues with impfications for the RAP
(Table No. 3-9/1).
Scolt WiMum Kirkpiatrick l)rWrA Finsl Report
ap llkzlUllsd b hadL. Xl7 a3-9/2
Aa,di-AolI spur Road
TABLE No. 3-9.1
Date of Coui,miieiiceniiellt of Commercial Enterprise
Year No. of Units
1995-1996 20
1990-1994 14
1976 1
1981 _
Total 36
* Total 36 is because one owner has recorded 2 units on his name. (Total 35 unit
owners).
Thus as is observed the majority of the activities are of fairly recent origin. The
development of the District as an industrial centre and the consequent increase in the
highway traftic would explain this.
With the subsequent improvement of the highway and classification of this group as
economically affected and thus eligible for a compensation, it is pertinent that no further
encroachment takes place and/or that the cut off date for eligibility is fixed at the data of
survey. This monitoring could be entrusted to the NGO working on the R&R of the
Project.
TABLE No. 3-9/2
Investments in Activity
Investment in Rupees Units
1000- 5000 25
5000 - 10000 7
10000 - 15000 2
20,000 I
No Response I
Total 36
Majority of owners have invested,up to Rs. 5000 in the activity which is primarily setting
up of a tea - stall or Paan-bidi shop, vegetable vendors etc. In the next category of upto
Rs. 10,000 investment motor-repair shops are included. The sole encroacher who has
invested Rs. 20,000 has the only totally "Pucca" encroachment, where he conducts a
Cycle-repair business (Table No. 3-9/2).
TABLE No. 3-9/3
Size of Commercial Unit
Size Unit
upto 5 sq.m. 28
5.1 sq.m. - lOsq.m. 6
20 sq.m. 1
25 sa.m. 1
Total 36
Scott WVilsn Kirkpatrick Draft Final Report
_Swi&fr.dL,ja.1III97 3-9/3
Audi-Aalol spur Road
The investment patterns is amply reflected in the size of conmnercial unit as shown in
Table No. 3-9/3 again reflecting the temporary nature of the structure and the realisation
- of unit owners of their status as encroachers.
TABLE No. 3-9/4
Mionitlhlv iaco_e
lncome Units
Upto Rs. 1.000 13
Rs. 1.001 to Rs.2,500 17
Rs.2501 - Rs.5000 4
Rs.9000 I
No response 1
Total 36
Table No. 3-9/4 indicates the income levels as reported by the respondents. It is evident
that 13 of the encroachers are falling below the poverty line. Again higher income of Rs.
9000/- per month, is that of the Pucca Cycle Repair Shop.
9.2.3 Profile Of Commercial Encroachers On Kadi-Chatral Link Road
The commercial units on the Kadi-Chatral Link Road reflect a more stabilised group than
the encroachers on the Highway.
TABLE No. 3-9/5
lnvestmenit in Activity
Rupees Unit Owners
1.000 - 5,000 9
5,001 - 10,000 3
10,001 - 15,000 6
20,000 - 25.000 4
40,000 I
Total 23
Investment patterns are higher with over 50%o of the unit owners reporting investments
above Rs. 10,000/- A grain shop owner reported investment of about Rs. 40,000/-
(Table No. 3-9/5).
TABLE No. 3-9/6
Size of Commercial Unit
Size Unit
Upto 5 sq.m. 18
5.1 - 10sq.m. 7
Total 25*
* Two unit owner are owning 2 units each.
Scott Wilson Kirkpatrick Draft Final Report
.iI*fr.ai_313u97 3-9/4
Aam-Aidaix stlyur lioadt
In the case of this group though the size of the units remain relatively snall i.e. upto 10
sq.m.. it is observed that more than 50% of the units have reported the use of iron and
corruw.ated sheets in putting up the structure, which gets reflected in the higher investment
pattern (Table No. 3-9/6).
TABLE No. 3-9/7
Monthly Income or Unit Owners
Income No. of Units
Upto Rs. I000 5
Rs.1001 - Rs.2500 I I
Rs.2501 - Rs.5000 5
Rs.6000 _
Rs.9000 1
Total 23
Table No. 3-9/7 indicates the income levels as reported by the respondents. It is evident
that 5 of the encroachers are falling below the poverty line.
9.2.4 Overview
Both the groups of encroachers represents an all too familiar scenario in the process of
industrialisation and urbanisation of a region. The petty servicing sector and vendors who
are dotted all along the highways and industrial units are essentially in the informal
sector and responding to consumer demand for the services and goods they offer. For a
majority of families owning these units is their main source of income due to their
inability to'get jobs in the formal sector. Thus an important consideration of relief to units
that have to be shifted for improving the ROW is necessary in the RAP.
The income of 13 families on A-M Highway and 5 families on the Kadi-Chhatral Link
road falls below the present poverty-line and thus special measures will have to be taken
for these families, which will be discussed in RAP.
9.3 Social Assessniemit Anid Profile or Families Losinig Lind in Tlie ROW Area at
Proposed By-Pass at Village Sertha
Land acquisition for the proposed By-pass (Refer Figure 3-3/5) poses an altogether
different set of issues for the preparation of the RAP.
A Socio-economic profile of the families and the nature of land loss is presented to
identify the special needs of this group. The methods used for this assessment, were both
group discussion and a survey which was administered to each land owner.
From initial verification of the By-pass alignment it was evident that there would be no
impact an any structure either residential or commercial, so the issue of resettlement of
families was totally avoided.
Scott Wilson Kirkplatrick Draft Final Report
3-915
Aaa-Aah,i .-j'tur 1h{ugS
in a series of group meetings held with the villagers who would be affected by the loss.of
land. efforts were made to explain the rational of the project by presenting before them
the alignment and the issues emerging from it.
The major reactions as presented by the villagers on the present alignment are presented:
(i) The iteed of the By-pass for diverting tIze traffic anid preventing thze traffic jams
ont the highwray wvas wrelcomed by thze villagers. The residenits of Sertha nleed to
cross the highimay very ofteni for variouis activities and tlhe present incessant
traffic janis makes this a risAy affair. Noise a nd air pollutiott caused by the
hemay ritck traffic is also iroublesomzefor the villagers.
(ii) While discussing the alignnmenti of ithe By-pass it was poizned ouit by t*ze villagers,
thlat the locationi is very imear to the prinmary sch0ool, iihich is beinlg used not onfly
hv tlhe chiildren of Sertha village but tlhe nieiglhbouring villages. Thus there was
somne apprehentsion about tihe safety of 1the chzildrent on accounzt of tihis proximity.
(iii) hi a similar mtainner, the present aligmnment lies in between the village pond anid
!he resvidentiial part q?f the village. (in fact part of tIhe lancd to he acqutired is utnder
the ponid). Impact .f bjpass oIt potnd users needs to be investigated ani
adequately mitigated.
Though 47 owners had been identified whose lands were to be acquired only 44 families
responded to the survey forms. The three families who refused to participate in the
process, however had joined in the group discussions. In their opinion the By-pass was
totally unnecessary and thc problems on the Highway could be solved by improving and
strengthening the existing road itself. They were against the acquisition of their lands.
It.was evident that these families did not wield much pressure at the community level as
they could not influence the opinion of other land holders. However the NGO engaged in
the R&R phase would need to pay special attention to the issues raised by this group and
reconcile them to the process of land acquisition, which may other wise become a
- inderance in the process.
9.4 Key Survey Findings
Key variables which will be relevant to the formulation of the RAP and subsequent R&R
activities are identified and analysed.
9.4.1 Distribution of Families by Caste.
All the families are Hindu by religion, representing a homogenous group. it was observed
that there is only one family belonging to the S.C. and 9 families belonging to the OBC
(Table No. 3-9/8). The NGO engaged in the R&R can thus mobilise the special facilities
available as per present State Government Policy to augment the rehabilitation efforts for
these specific families.
Scott Wilmun Kirkin2trick Drat Final RPqort
3-916
AutJi-haJtoi s%pulr flfijg
TABLE No. 3-9/8
Disiribxitioza of PAlI's iii Village Serlia bv Caste
Sr.No. Caste Number Percentagte
I. Scheduled Caste 1 2.1
2. Scheduled Tribes
3. Backward Caste
4. OBC 9 19.1
5. General 34 72.3
6. No response 3 6.3
Total 47 100.00
9.4.2 Distribution of families and PAP by Family Size.
As the data indicates 50% of the families have a family size of more than 8 members and
another 3' 2% of families have a size of 5-8 members. Thus the pattern of agriculture
based families still being joint families is very much evident here. Of the 406 identified
PAP, 91.86% belong to the above two set of families (Table No. 3-9/9).
TABLE No. 3-9/9
I__________ Distribution of Popu lation by Family Size
Family size Families Persons Average
I_________ Number % Number % Family size
<3 3 6.82 8 1.97 2.7
3-5 5 11.36 25 6.16 5
5-8 14 31.82 102 25.12 7.3
>8 22 50.00 271 66.75 12.3
lotal 44* 100.00 406 100.00 9.2
*No response = 3 families.
The data on age wise distribution of PAP's indicates a normal distribution curve: with
55.7% of males and 44.3 female population (Table No. 3-9/10).
TABLE No. 3-9/10
Distribution of PAPs by Age_
Age Group Male Female Total
(in years) 'Number % Number % Number %
<5 17 7.52 13 7.22 30 7.39
5-18 64 28.32 34 18.89 98 24.14
18-45 96 42.48 90 50.00 186 45.81
45-80 28 12.39 30 16.67 58 14.29
>60 21 9.29 13 7.22 34 8.37
Total 226 100.00 180 100.00 406 100.00
Group discussions reveal that all male members in the Age range 18-60 years are
economically active and all other categories are normally non-workers. Only a few cases
Scott Wilson Kirkplatrick Draft Final Report
W=uWaifWu4fdre 3-9/7
Au*gd-AugIJ*I .puflitr J\daa
of wonien working on their agriculture lands were reported in the age group of 18-45
years. The concept of female panicipation in work force is not prevalent. By and large
the pattern of 'owner-cultivator' is observed and it was reported that casual farm hands
- were engaged on a daily basis now and then.
A critical point of enquiry was to ascertain loss of livelihood of non-land owning families
who may be dependent on the lands to be acquired. No such families were however
reported during the field work.
9.4.3 Income Levels and Sources of Income
It is evident that all the 44 families that have responded to the survey have reported
agriculture income (see Table No. 3-9/11). In addition, 13 families i.e., 300/o approx. have
also reported income from non-agriculture sources. (Annexure VIII)
TABLE No. -3-9/11
Distribution or Families bv Annual Agri ulture Income
Income Levels (in Rs.) No. of Families Percentage
Upto 11.000 Nil Nil
I 1,001 to 20.000 19 43.1
20.001 to 40.000 16 36.3
40.001 to 60.000 3 6.8
60.001 to 80,000 4 9.0
80.001 to 100.000 1 2.2
Above 100,000 1 2.2
Total 44* 100
*No response= 3 families.
Majority of the families ie., 79.4% have reported an annual income of upto Rs. 40,000
from agriculture. The analysis of land holding also indicates that all families are having
the minimum economic holding and thus engaging in agriculture is economically viable for
them at a lower level.
On analysis of non-agriculture income an interesting picture emerges. Of the 13 families
who reported non-agricultural income 9 families i.e. 69.2% had an agriculture income of
upto Rs. 20,000/- only. This explains the need to tap other sources of income for these
families. The remaining 4 are in a higher agriculture income bracket i.e., between Rs.
20,000 to Rs.40,000 approximately.
Thus the distribution of families when analysed by gross annual income from the all
sources, undergoes a modification, as shown in Table No. 3-9/12.
Scott Wilson Kirkplatrick Draft Final Report
_ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ -/
AUaJ-J%aUl .11)Ur anuda
TABLE No. 3-9/12
Distribution of families by Gross Annual Income
Income levels (in Rs.) No. of Families Percentage
upto 20,000 11 25.0
20.001 to 40,000 18 40.9
40.001 to 60.000 6 13.6
60.001 to 80,000 5 11.4
80.001 to I 00.000 l 2.2
Above 100,000 3 6.8
Total 44 100
While analysing the gross annual income the number of families reporting an annual
income upto Rs.40,000/- has dropped to approx. 66% (from the earlier 79.4% in only
agriculture income) thus indicating the importance of non-agriculture sources for
maintaining the viability of family income level .
In the face of the growing urbanisation and industrialisation of the region it would be
pertinent to equip the youths from the region with appropriate skills necessary for the
formal industrial sector. Appropriate training in self-employment and vocational skills can
form an important aspect of the NGO - social rehabilitation measures more specifically for
families below annual income of Rs.20,000/-
Agriculture is a traditional way of life for the PAP families. Various items for family
consumption are obtained from the land. Thus land asset is an important factor in the
PAP's perception of future development in the region. Overriding all this is the
attachment to paternal land holdings, which explains the reluctance to part with
agriculture land.
This is thus an important factor when analysing the loss of land under the proposed By-
pass project and its consequent impact on economic earnings of the affected families.
The detailing of land acquired and consequent compensation package is an important
component of the RAP that needs to be monitored in the R & R stage by the NGO.
Scott Wilson Kirklpatrick Draft Final Report
,p~ai&bu.dkdoc3,3IM7 3-.9/9
10
Resettlement Action Plan
10.0 RESE'I-I'LENIENT AC10N' PLAN
10.1 Iltrodiactioii
The TOR provided to the Consultants underscores the importance of a satisfactory
Resettlement Action Plan (RAP), which is to be formulated on the basis of the socio-
economic data and social assessment obtained through the group meetings and personal
interviews.
Durin, the period of tlie field ivork a number of concerns have been expressed by the
PAPs and the RAP, in an effort to ensure fair and just mitigation measures for the affected
families within the Entitlement Franmework provided by IL & FS mentioned earlier.
The RAP thus addressed the following concerns:
i. Aniitlemenui P'ackages: To entsure that e standards of lIving of persoiis wrho are
adverselh affiected ar e improved or at least maintiainied, an e,,titlenmeit package
dhould he proiposeil
ii. RehaNlflntaion mnwaireax: ('0onsistet li'il/ i/ie lropNs).ve'detidi',lenntepackages,
1le clelacils '?f %xarious reliihiwion .rl7emts .hemid he described.
iii. I1sfitiltiefina/ in-arangemiienits Rlesponsihififies for impl.ementation of the
IRIA.sio,tlcl be clearlt dleflnieaed: Appropriate 11o01nitornig aiid evaluation
indwicamors aldw rrangements as irell as gniemni.'ae and appeals mecllaIiis2Uis
shoul he evdlfid for e/fecii,v implementation of ihe RAP'. Appropriaic
rebe.rstl mechlK,i.vxnix 1. heoooaftfie i/lie various gri cat'ces in ie imnplemnenaliar
pro cx' oJf Ie RAP shiou/l (l/s) he o,ftlinedl
v: ('eon,vullation, amid l'rfici/)ilioii of Adv-ersely Affected Peoples: Adversel)
qffecft lpeople shonl dhe consilted in the firmnatioin qf entitlement package anid
imuplemenitalion ofth,e' A.
Bmiidgel (u/mu ('osts: 77ie costs for eachi acfivi.vt siuch aS additional
ennipcelmxlionm amuiouiiut.V orgalfising econfioic activities, varions
tillo--ii ice.v, s costs 11rai-dv implememutation, monimlring aimid eialhuationi and
all othler auinjilcoietl costs should he .spel1etl ott. 77ie budget for various
aclirilies as ireIl as its findinig iueed to be .sielled oult.
vi. Imiplememntation: A inplementation schedtle of tfie IAP prov'idilig liukage
to civil wrorks indlicatimug ilie activities amid respNnsiible agencies is to be
preparedl
10.2 Land Acquisitioni: V'illage SerUha
The only land acquisition to be undertaken in this project is the land required for the By-
pass at Sertha Village. The break up for this land is as shown in Table No. 3-10/1.
Scott WilMon Kirkipniarick Dralft Final Report
'FC.V hp.r'8*< Na akk am4
TABLE No. 3-10/I
Break-up of Lan3d to he Akcq uired for 1Bv-Pass-Sertha Village.
Ownver No. of Plots Total Area Acquired in Ha
I Private - 47 PAP families 69 9.54 (Approx.)
11 Govt. Shollia Gram 7 3.36
Panchavat/ONGC
1. Pasture land 063 ha.
2. Balvadi 1.5 ha.
3. Pond and barren land I 105 ha.
Total 76 13 Approximately
TABLE No. 3-10/2
Percentage of Land to be Acquired fromi Lanid Owning Families
Percentaue of Land to be acquired No. of Families
Upto 5.00 17
5.01 to 10.00 3
10.01 to 0.00 13
20.01 to 30.00 3
30.01 to 50.00 5
51.01 + 3
Total 44
Approximaicly 13 1a. of land has to be acquired from the villagers for the
constructioni of' tie Sertila bypass involving displacement of PAPs. Data lias been
collected from the land loser PAPs by identifying them with the help of Revenue
Officials and Revenue Records. A village map showing the route alignment finalised by
R&3B Govcrnment of Gujarat (Figture 3-3-/5) indicates that a total_ofl64plats are to be
acquired for constructing the bypass. Data collected has been scrutinised and it is found
that in many cases two or more plots are owned by the same person. A total of 47 land
owners were identified owningg 69ptots whereas 7 plots are owned by Gram Panchayat
and ONGC. Each and every family so identified has been contacted during the survey.
For the purpose of real assessment actual land loss to individual land owners has been
assessed and the details are given in the following statement.
Since three PAPs have not responded to the survey, it is assumed that they are losing the
entire land under the survey No. indicated in the statement.
As per the Gujarat state norms non-irrigated agricultural land holding below 1.4 ha. is
considered to be non-viable in economic terms, assuming that most of these lands are
non-irrigated and in view of non-economic holding under 1.4 ha. the table indicates that
21 land owners are non-viable even before the land acquisition 2 more land acquisition
taking the total to 23 land owners. wvho will have to be given extension and support
services to make these famiers economicaliv viable. A provision for such a rehabilitation
measure will have to be made in the budget.
Scott Wilkmn Kirklpatrick Draft Final Report
Jkcugij-Ag,/*,ispur /(iaiu/
Thc assessment indicates that the maxinimLi land loss to an individual taniilv is 0.5790
ha. It lirilher indcicates that out ot 1 ha. landl to be acquired 3.36 hia. belongs to Sertha
Cirami l'anchavat and U.168 lha. belongs to ONGC.
It is important to know io0W individual families are afYected by land acquisition. This is
brought out bv an assessment of percentage of land which each individual family is
losing due to the proiect (Table No. 3-1012). For the purpose, size of total land
owned by individual PAPs is ascertained and the percentage of land to be acquired has
been uiven in the Table No. 3-1013.
Data included in the statement indicates that most of the people are losing insignificant
proportion of their land. It is evident from the fact that more than 40°,o PAPs are
losing less than I 0%O of their owned land and on the other hand only 6.38% PAPs are
losing more than 50°,0 of their owned land. It can also be observed that around 80%
PAPs are losiniz less than one thiird of thieir owned land.
Intercstingly an analvsis of the income levels of the families losing more than 50%0 of land
reveals the followinu:
Name of PAP lnconie from Non-Agriculture Total Income
._______________ Agriculture Income
Ratilal Ramdas 15,000 35,000 50,000
Ataji 20.000 20,000
Baldeoji 0.0000 20,000
TABLE No. 3-1013
Plotwise Details of Lanid Owniers and Lanid Acquisition
Si. Namc olwmncr Total Arn Pkht No. under ROW Area to be Irccintage Land
No Oihncd Acquired of Arma Owned
Acquircd after
I AT1 MA RMIIAIIABIIIA 1.619f4 719 I 0.1840 11.36 1.4-134
2 SOMA IIIIAJ RAWABIJIAI 6.R016i 722 0.1680 2.47 6.6336
3 R911 Z. RAMI)DAS 1.s507 3t48 0.9600 51.87 0.8907
4 MAGCANGI NMANAJI 1.1567 750 0.2500 21.61 0.9067
aiz ATAJI ETC. 0.4049 751 0.250( 61.76 0.1548
6 FAKAJI 2.7762 753 I& 0.32UU0 11.53 2.A562
752
7 MANAJI MANGARJI 6.0729 754 1 3 0.0660 1.09 6.0U69
754 1 4 .
X; "SAJI BECIIARJI 1.7.151 754 1 S 0.0810 4.67 1.6341
L9' D13ALEVJI 0.6943 Il(42 2A 0.4610 66.43 0.231
1040
1035 213
IU CII/AIUIUI MAN(iAIJI 0.4048 1043 0.1400 34.58 02648
1(144
1 SAN,UI SIIANKI:RJI I 1.38X1 13 . 3 0.232() 16.71 1.1561
_~~~~~~~~~~~~~~~~~0 I',s.
10352 K
Scott Wil,oii Kirlklatrick DrA[t Final Relort
Splllll.SS|, sl1.,&,%tuT l I{{/3-}11
- aeii-Aiu/oI spur Road
TABLE No. 3-10l
Plotwise Details of Land Owiners and Land Acquisition
Si. Nmuil ol (Owiicr Inotal Arca IPlot Nu. undcr ROW Arca ut) be IPcmcntage land
No Ownecd Acquired o0 Arca Owned
Acquired after
____________ ____________ ____________ acqui oincm
12 RAMA BIIAI 0 9254 103') 4 0.12 (2 12.97 0.8054
13 IIA.I)EV B311AI ATMAI)IWV 1.0121 1039 3 0.1700 16.80 0.8421
14 NATWAR IIIlAl 1.1567 1039.2 0.1800 15.56 0.9767
15 Bl IfIIKABI IAI S IIAN KER 1.6194 1039/1 0.1700 10.50 1.4494
16 POI AlA BIWAi 1.1567 1031 21 0.0280 2.42 1.1287
= 0_ fl)AJI&RAMAJI 0.2.313 1035.1 0.0340 14.70 0.1973
/8I% RAMAJI 0.9254 103542A 103513A 0.2760 29.82 0.6494
__ _ _ _ __ _ _ _ __ _ _ _ __ _ _ _ _ 1034'2 _ _ _ _ _
cW CIIANDU DI JAI JAISING 0.6073 1036/9/A 02416 39.78 0.3657
._____ _____ ______ _____ _______ 102 'I1
20 SIDI IRA BilIAI 3.6-137 1036I&'A 0.3808 10.45 32629
1028-6
1 106.4 2A
21 I'AKWA II 1111AI 2J4292 I 06.7 0.1872 7.71 2.242
22 AM1A LAL 3.6437 1030/3/A 0.4256 11.68 3.2131
1036/2
102812
23 I RAI3ILAD BiIAl 12146 1035i2 103712t5 02900 23.88 0.9246
241 AMIIAI.AI. AMMA RAM o.1iV7 1037.2 0.02(10 3.46 0.7817
25 AMTIlBRAI SOMA BRAI 4.1643 102915 0.064B 1.56 4.099S
1029'
26 JAINTI BIlAI 1.3881 1029/2 0.0384 2.77 13497
27 RAJANDER BVIU AI 2.0243 10285 0.0288 1.42 1.995S
28 NARANG BilAIA 1.6194 1027/1 0.2400 14.82 1.3794
JiSWANr IllAi RAMAN 0.9254 1067.2/66 0.4416 47.72 0.4833
BI_A/ 1067$t
____ ____ ____ ___ ____ __ _ ____ ___ 106514 _ _ _ _ _
30 ATMA RAM SOKABIWA 3.4702 106712/K 0.4688 13.51 3.0014
10672/A
______ _ _______ _ II 1WI
"I( VAI)IIIIIAI-JAI SIN(ill 0.W41 | 1116712.11 0 I1872 4(u.25 0.217M
312 MAIIASIIANKER 2.3135 I%tJI 0.0238 1.03 2.2897
33 I.AJI IU IAJ- 5.7837 I(68 0.5440 9.41 5.2397
110711
1114/11
108/ 119
.34 KANII III IAI 1.7351 106311 0.0172 0.41 1.7279
. 335 PARSIlIt)I-AM BlliAd SMI.R 0.6073 106/I 0.48 0.79 0.6025
3MI PARSII(VI-rAM IIII/U 1.E219 1061.2 0.13.44 7.38 1.6975
37 I)WARKA 111JAI I.08 K I 1(062 0.0448 0.88 5.0448
38 NARAIN IhiAI 2=.3135 1117'1 0.0112 0.48 2.3023
39 SrTA BElA 0.9254 11171.2 0.0096 1.04 0.915S
40 SOMA IIIIAI 4.1643 115l 0.1800 4.32 3.9843
41 ANII. KUJMAR 2.7762 11081. 0.0800 2.1 2.6962
-_ 42 AMIT BIAI 2.0S21 11123 1 I0UI 0-3160 15.18 1.7661
10_S_ _
KAN-ri BIIA , 881 1112B1 0.5790 41.71 0.Q091
1__4 1_4
44 RAMESH BIJAI 2.3135 111 1 2 0.0032 0.14 2.3103
Total 91.5902 9.0508 9.79
No Re%pim t _ ___ ______ __
45 LSIIWAPRBIWIA BIALDEV NA 1114.2 0.1001 100% NA
BIIAId
Scott Wilson Kirkpatrick Draft Final Report
3-101/4
A' i-Kdal spitr R.,a,{
TIAIIL.E Nc,. 3-1013
1'1otwise Delwzils or Lankid Owiers iiaid LAtzid Acquisition
SI. Name ot Ow.ncr *I'otl Area lNot No. under ROW Area to be PtcentaICe lAnd
No Owned Acquired of Arca Owneid
Acquired atkr
acquisition
46 DI ILIA AIIAI IJIRA HIAII N.A 11072_ 0.0560 10I0 N.A
47 NATWAR IAI I IIIRAII [AI N.A 1086/i 0.3312 100% NA
_ ____________________ _ . 1086'2
lIotal _________ 0.4880
GOVEMNINIENT L%NI)
I Pa1aure N.A 719!31 0.6300 100% * N.A
2 Il:lwuidi NA 721 1.5(1(X) 10 0i% N.A
3 I'asiur N.A 720 0.0((8 1 00X % N.A
4 l'otnd N.A 749 0.4250 100% NA
S ONGC N.A 1(036/3113 0.0168 i00 % NA
I036/4113
103615/53
10136/6113
1036/Mi
1(136MI)11
6 POIItn NA 11. 15 0A.68A1( MM1(1 N A
7 Mltsuin taColi xlor NA 1110/2 0.1152 (10% NA
A/c.Namia4al (G"laldas.
Total 3.3678
Given the lower level of income from agriculture of these three families there is a good
potential of encouraging family members to also undertake non-agricultural pursuits by
necessary training and skill development inputs in the rehabilitation phase.
If one considers the remaining eight famnilies losing more than 20% and below 50%/o of the
land, only three families have non-agriculture income and hence the remaining five
families will have a direct negative impact on their Gross-annual income. This group
should also be entitled to a rehabilitation impact for supplementing their income. This is
pertinent because most of the families have small land holding i.e. less than 2 Ha. and
agricultural operations may become economically non-viable.
In the course of the consultation with the PAP groups losing land, a marked preference
was expressed to a 'land for land' compensation package. Assistance from the revenue
officials will have to be sought to identify such alternate lands. This issue may be more
critical to the families losing more than 20% of their land.
In the absence of viable altemate land at convenient location monetary compensation is
proposed. Enquiries revealed that the prevalent market rate in the project area was
approximately Rs.6.25 lakhs per ha. Negotiation for an acceptable monetaly
compensation will have to be facilitated by an NGO on behalf of the Project Proponents
to ensure fair and speedy disbursement and ensure the goal of social-justice.
Scott Wilson Kirklatrick Draft Final Report
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Kadi-Kalon spuir Road
Care should be taken that the land acquisition schedule does not destroy the standing
crops for thlat year. This will allow the PAP to avail of the income for the year and in tum
generate a positive good will for the project.
In the event that it is not possible to synchronise this with the construction schedule - then
cash compensation for standing crops at the prevalent market rate should be given.
10.3 Land Owned By Gram Panchayat/ONGC
The following issues are identified in this context:
a. loss of Pasiture lanid
b. sliiftiig of BaAliaudi
c. acqiisitioni of land parilyv occupied by village ponid
d. proxinitzty of Ai -p7ass io village p)rinary school.
(a) Loss of Pasture land: In the event that residual pasture lands are available these
could be developed by Gram Panchayat through a compensation by Project
proponent to ensure undisturbed supply of fodder for cattle.
(b) Compensation for loss of Balwadi: Monetary compensation that would allow for
a better planned and equipped structure should be undertaken by Project
Proponents in land identified by Gram Panchayat. Construction of Balwadi and
land scaping and beautification of campus should be undertaken to ensure the
provision of a community asset that can be put to multi-purpose use (for ex-
meeting hall, training centre, recreation centre and library). This will ensure a
social facility that will enhance the quality of life of the village who can organise
themselves and derive multiple benefits from this centre.
The management and monitoring of this activity can be entrusted to the NGO,
who will facilitate local groups to optimise the use of the resource and ensure
community involvement in the process, ultimately leading to handing over of these
structures to the community groups and withdrawal of NGO from the area, within
a specified time frame.
(c) Acquisition of land partly occupied by village pond: The By-pass will separate the
pond from the residential pocket of the village. Acquisition of part of the pond
land will impact the quantity of water available. The road will cause a safety
hazard to the frequent movement of people and animals to the pond. The
following mitigation. measures to be undertaken by the project proponents will
minimise the negative impact of this land acquisition.
i. Provision of alternate/addition water supply to the village by piped water supply
scheme to be installed on the existing pond thereby eliminating the need to cross
the highway and augmenting this suppiy with the tube wellslbore wells in -
consultation with Gram Panchayat and residents.
Scott Wil.son Kirkpatrick Draft Final Report
S - - - W>s^ )~~~~~~~~~-1(116
AUau-Aai,, .qsur "fiau
ii. undertake the land scaping and deepening of the pond to ensure adequate
collection of water. Encourage social-forestry programme in Pond area to reduce
siltation of the pond.
(d) Proximity of By-pass to village primaTy school.: The situation poses a serious
threat to children's safety as the natural tendency of the children to run across
cannot always be controlled. The project proponents should undertake the
following measures to mitigate the negative impact.
1. provision of adequate protection boundary/wall for the school campus adjoining
the By-pass road.
2. provision of proper passage across the road with sign-posts , speed breakers,
traffic-lights and Construction of Pedestrian bridge across the road in addition to.
3. Afforestation of boundary to provide a Green Belt to mitigate negative impact of
noise and air pollution - that will directly impact the children studying in the
school.
The Social facilities in the village that will be negatively impacted by the project are
common property resources. The NGO thus will require to establish the confidence of
the residents and ensure their participation in the mitigation measures. Working through
existing local - groups or assisting in the creation of community based organisation is a
major area of intervention for the NGO.
Furthermore the NGO with the active assistance of the CBOs would be able to mobilise
additional social-programmes from the various government schemes for enhancing the
social activities in the village. These would be maternal and child care programmes funds.
for balwadi and creche, literacy programmes and non-formal education activities, etc.
Of special relevance in this effort would be the inputs for skill training and presenting
before the residents the scope for engaging in self-employment to adequately respond to
the new opportunities that the opening up of the region will present.
A major role for the NGO would be to ensure a continuous and smooth communication
process between the Project - proponents and the residents. Advocacy on behalf of the
residents in the case of gemine givevances would also be necessary.
10.4 Commercial Encroachers in ROW or Ahmedabad-Mahesana Highway And Kadi-
Chhatral Link Road
The following commercial encroachers have been identified in the Project Area
i. Ahmedabad-Mehsana Highway - 36 units
ii. Kadi Chhatral Link Road - 23 units
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^.iAhM.dfidoo~1d3II"7 3' 3-1n
Aa .,i-AuiOi spur Ratll
On the Ahemedabad-Mehsana Highway commercial encroachers are at 11 different
localions. L.ocation stcII as rnaci crossings. rnilwny crossing, cross-roads, nnl lit thc gntc
of a major inidustr-ial unit (ONCiC) attract the maximum comnmercial encroachers.
The survey analysis indicates that 13 unit owners on A.M. Highway and 5 unit owners on
Kadi-Chhatral link road are presently having family incomes below the prevalent poverty
line (i.e., Rs. I 1,000 annual household income). Majority of the remaining unit owners
have reported incomes that places them just above the poverty line.
Displacement of 61 units that are in the ROW will cause major hardships to all the unit
owners. Thus the RAP will consider the following:
1. Special inputs for the 18 below Poverty level families - all existing Government
schemes and programmes should be tapped to assist the families in addition to the
measures undertaken by the project. This task could be undertaken by the NGO
working on R & R.
2. Replacement cost for loss of structure: 46 units i.e., 75.4% have a size of upto 5
sq.mtr. Another 13 units i.e., 21.3% have a size between 5-10 sq.mtrs. The
smaller size of the unit and nature of the material used to put up the temporary
structures is also reflected in the investment patterns made by the unit owners.
Requirement of structure replacernent cost for all 46 unit owners having upto 5
mtrs. will be entitled to the replacement cost of 5 sq.mtr each. For the remaining
15 units the replacement cost of the structure would be based on actual structure
size as per the details given below: (Table No. 3-10/4)
TABLE No. 3-10/4
No. of Unit Present size in sq.mtrs. Total Area Required for
Replacement of Structure
(in sq.mtr.)
46 Upto 5 54
9 6 54_ _ _ _
4 9 36
1 20 20
I 25 25
61 . Total 365
3. Identification of alternate sites for commercial units: (i)As the present strategic
location ensure an economic viability of the activity, the units displaced should be
given the priority for conducting their business from within the ROW where
service-bays, etc. are provided (ii) If this is not possible land at strategic location
will have to purchased and allotted to the units owners for putting up their
commercial activities. -As seen in the earlier table the project would require to
acquired 365 sq. mtrs. of land for the total 61 commercial units.
The NGO will play a pivotal role in assisting and monitoring the rehabilitation of
commercial encroachers. It is also important to ensure that once the unit owner
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w^ W sI,7 ~~~~~~~~3-101X
Auw-a,nl .%pisr ouii;a
are shifted for the project and rehabilitated at alternate sites, they would enjoy a
legal status.
The issues of legal status of the activity and requisite permission is an issue to be
managed by the state R & B within its existing legal and policy frmework.
However it must be noted that the goods and services provided by the commercial
encroachers are catering to the needs of hiighway travellers, botli passenger and
goods transport, who are patronising these facilities. Thus any measure to check
this activity should not lose sight of the 'demand led' nature of this activity and
provision of alternate facilities through a participatory mechanism to identify
alternate sites is necessary. This should be undertaken by the NGO. The technical
design may incorporate the provision of parking - bays and rest areas and service-
sites where these PAP groups should be given a priority in setting up their
commercial activity.
10.5 Measures for Mitigation of Any Negative Impact During Construction Phase
Any major construction activity in and around the vicinity of existing settlements and
social facilities throw up a host of issues which could lead to long lasting negative impact
on the local population and settlements if not managed properly.
These are broadly listed as under.
* requirements of land/space for putting up temporary structures for the use of site-
offices, materials godown and residential camps for construction labour.
3 safety measures necessary during blasting and use of dynamite.
* pressure on existing goods and services because of influx of temporary construction
labour ex-water, ration-shops, local vegetable and grocery market and a consequential
increase of prices impacting the local population.
* issues of social conflict because of presence of "outsiders" and consequent concern
for the safety of girls and young women in the village.
It is therefore, necessary that Project proponents are sensitised to these situations and
undertak-e definite commitments from the civil works contractors undertaking the
construction, to reduce the negative impact. It will be the responsibility of the Project
proponent to monitor closely the inputs of the contractors during the process of
construction.
Additionally some positive steps could also be undertaken to minimise negative impact
and ensure a cooperative environment from local villagers for timely completion of the
Project. Some of these are:
1. priority for engaging local labour skilled and.unsk-illed.
2. awarding of petty contracts for earth work, digging, cleaning, and supply and
transport of material etc. to local civil works contractors and residents.
Scott Wilson Kirkpatrick Draft Final Report
3-10/)
3. isolating self sufficient labour camps and ensuring removal of structures on
completion ofjob.
10.6 Entitlement
IL&FS is committed to minimise displacement as a result of implementing a development
project. The ultimate objective of the compensation for the asset lost for the project and
any resettlement assistance to the PAPs is to improve their standards of living above the
levels they enjoyed before the project. The entitlement package for the project is given
below in Table No. 3-10/5.
TABLE No. 3-10/5
Entitlement Framework for Village, Families and Individuals, affected by
Ahmedabad-Mahesana hi2 way, Kadi-Chhatral Link Road and Sertha By-pass.
Type of Issue/impact Entitlement Entitlement and
Beneficiary rehabilitation measures.
1. (a) Loss of agriculture land 47 Land Owners in -Equivalent area of land or
village Sertha - Cash compensation at
replacement value.
@Rs.6,25,000/- per Ha. + 300/O
solaCiwn + 12% annual
__________________________ interest.
(b) Loss of standing crops Same as above Cash compensation equivalent
l _______________________ ___________________ to 1 year incom e for crops.
2. Loss of village land Community-Gram - equivalent area of land or cash
Panchayat at Village compensation at replacement
Sertha/ONGC. value @ Rs.6,25,000/- per Ha.
+ 30% solatium + 12% annual
_____________________ interest.
3. Loss of livelihood and Commercial -Alternate sites @Rs.200/- per
structure Encroachers! sq.mtr. and assistance for
Individual Unit Owner structure replacement
in ROW. @Rs.2,000/- per sq.mtr.
- 36 units- -Organising skill training and
Ahmedabad- self enployiment programmes
Mehasana Highway for ensuring alternate source of
-23 units - Kadi livelihood.
Chaltural Link Road. - Priority for setting up the
commercial establishment at
the service sites.
-Assistance for purchase of
tools of trades for improved
_________________ _ efficiency.
4. Impact on Common - Community / Village
Resources and facilities. Sertha Gram
Panchayat.
(i) Shifting of Balwadi . (i) Construction of
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Aufi-AusIUI .slysr Ins"4
Balwadi/multi-purpose centre
with Campus development.
(ii) Acquisition of land (ii)(a) upgrading and
partly occupied village pond beautification of existing
village pond.
(iii) (a) provision of wall
fence for safety of school
children.
(b) provision of safe access
road to school.
(c) tree plantation to minimise
adverse impact of noise and air
pollution.
(iv) acquisition of pasture (iv) identification and
land. development of alternate land
for ensuring supply of fodder:
10.7 Assessment of Impact on Tribals
Tribals are one of the most vulnerable sections of the society to any adverse impact of
the project in terns of the loss of assets, income or economic opportunities, access to
common properties, etc. However, no tribal population was found in the project area,
hence, the preparation of indigenous peoples development report does not arise.
Scott Wilson Kirkpatrick Draft Final Report
3-10/11
1.1
Ins titutional Arrangements
Aadi-A uhia spur lo,Ii
11.0 INSTITUTIONAL ARRANGEMENTS
11.1 Introductioii
The Ahmedabad-Mlahesana road proejct is envisaged to be implemanted by a special
purpose vehicle (SPV).
The SPV has the representation of financing agencies, GOG and IL & FS.
Implementation of the LA and social and economic rehabilitation (ER) component of
the project will be the responsibility of the LAO and SPV. The responsibilities will
include planning, implementing and monitoring of all the activities related to LA and
rehabilitation programmes of the project. The LA & ER programmes will be
implemented in the Mehasana District. The SPV will implement economic and social
programmes with the help of NGO.
LA is the responsibility of the Revenue Department which is done through Special
Deputy Collector or the District Land Acquisition Officer at the district level who
acquires land and other properties as per the requisitions received from the
concerned project authorities and in the present case it is the RBD on behalf of the
project. At the district level, requisition is placed by the District Executive Engineer at
the divisional level and submitted to the District'LAO. Land plan schedules indicating
the details of the lands required are prepared by the Executive Engineer at the divisional
level and submitted to the District LAO to initiate LA proceedings.
At the project level, the SPV will be responsible to implement the project and
coordinate all activities, relating to the implementation of LA and rehabilitation
programmes. Since no displacement problem is expected, no separate staff is envisaged
to implement LA & ERAP. The Divisional Executive Engineer will assist the SPV in
planning, implementing and monitoring rehabilitation programmes at the district
level. For all practical purposes, he will be the District Rehabilitation Officer
(DRO). The DRO will be assisted by the staff under his control including Assistant
Engineers and other sub-ordinates. The Project Environment and Social Consultant
from IL & FS will review and advise SPV programmes. It will approve rehabilitation
programmes and advise on the type of economic assistance to be provided to the PAPs.
Various government departments and public agencies particularly from the
Department of Roads and Buildings, Revenue and Rural Development and Financial
Institutions have great role in implementing the RAP. The RD is responsible not only
for acquiring the land and other properties and handing them over to the project
authorities, it is also required to allot available govemment land for housing and
agricultural purposes. The District Rural Development Agency will extend the
development schemes for the welfare of the community. In fact, the
representatives of some of these departmentslagencies in the DLRC will help primarily to
integrate various development schemes for the economic rehabilitation of the project
affected community.
The other major stakleholders in the project are:
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AUU-a-A0 .1spur i{JUd
i. R & B Government of Gujarat.
ii. Projcct Proponent (Impicmcnting Agency IA).
iii. District lRevenue Department, responsible for land acquisition
- iv. Project Affected - Settlement and individuals (PAP) i.e., Shartha and Families
losingz land on the Sertha Bypass and owners of commercial units (encroachers)
within the ROW of Ahemedabad-Mehsana Highway (approx. 51 km.) and
the Kadi-Chhatral link- road (approx. 12 kmr).
11.2 Strategy For Imnplenientation
The project involves the resettlement and rehabilitation measures and the acquisition of
land for the project will have impact on 23 land holders. Therefore, there is a need for
concerted efforts to see that the affected families are rehabilitated properly. This
requires working closely with the PAPs, understand their problems and help to minimise
any adverse effect of the project. The LAO, is the only functionary in the district who is
presently in touch with the PAPs. Generally, the LAOs are drawn from the RD and are
well exposed to dcal with all revenue matters. It is here that the NGOs can be of great
help. NGOs will also ensure greater involvement of PAPs in decision making at the
field level and implementing R & R programmes.
For purposes of efficient people oriented and timely project - implementation it is
proposed to introduce the following agencies in addition to the existing arrangements,
who will also be assigned specific responsibilities:
i. Non-Govemmental Organisation (NGO)
ii. Monitoring and Evaluation Agency (M & EA)
11.2.1 Role of an NGO
Local NGOs are also new to this aspect of social problem. However, given their
exposure and experience to work at the grass root level, they are relatively better
equipped to feel and comprehend the pulse of the PAPs and work with them. Thus,
with their long experience of working with the local population, their help in the
economic rehabilitation (ER) of the PAPs assumes importance.
In the present context, an NGO will work as a link between the project and the affected
community. It will educate PAPs on the need to implement the project, on aspects
relating to LA and rehabilitation measures and ensure proper utilisation of various grants
extended to them under the R & R package.
11.2.1.1 TaskfortheNGO:
i. develop rapporl nl?i thJe c'id'ersely affreced persons, the project authorities
a,,d l1e LAO;
ii. creating and stre,,gtheWni,g commituity base organisationls CBOs for ensumring
comminity involv'ene,i in ecoironoic and social rehabililationr package.
Scott Wilson Kirkp2trick Draft Final Report
VP? 3-11/2
iii. explore ilke possibilities of "legotiated seitdenent "for the lands acquired for
tie pr ftect and 1welp PAPs negotiate properly with ihe prqject auithorities anJd
1ih l.A o.
il. avist PAl'N iB getlilng i/ie Comlpensation for thleir laud and p)rop)erfiex £wliir'd
for. 11w project.
v. help PAR-s ident6-i suitable alternate agriclultulre lanid
vi. ensure beizefits io tlhe PAPs as available under the R & R package of the
project.
vii. enz.sure proper ,itilisatio,: of various grants as available utder the R & R
package.
viii. assist R'APs in getting bentefits from various government development
prograimmes particiularly for income generation, skill training, D2DA, Social
Forestry D)epartmenti etc.
ix. help PAPs i tfie redressal of their grievances relatitng to LA anid k0
X. iworking ith thze BPL' fanmilies.
xi. iork i'it/h coniniercial encroachers anld assist tlhem to relhabilitated to alheriiaie
sites.
xii. to assist PAPs hloldintg nton-viable land holdintg to avail of Governtmentt extension
programmes.
xiii. ally other respoxnsibilily as mytay be assignied by the project authlorities for the
welfare of the affected community.
11.2.1.2 Selection of NGO
It is of utmost importance to select an NGO which is good, genuine and
committed to the task assigned. NGO having local presence and experienced to deal
with social problems like the involuntary resettlement will be preferred. Since the
magnitude of R & R is relatively small, only one NGO will be selected to help the
project authorities and the LAO in the implementation of the RAP. Selection of the
NGO will be done by the project authorities i.e., Special Purpose Vehicle '(SPV).
I 1.2.1.3 Contracting NGOs
NGO will be involved in the implementation of the PAP through mutually agreed
upon terms and conditions with specific responsibilities and adequate inbuilt
accountability. AMemorandum of Understanding (MOU) will be signed with the
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sclcctcd NGO indicating the tasks to bc pe:tlohricd aind thc amiount to bc paid for its
services. The payment to thc NGO, will be linked to the performance of the task
assigiicd and the time period. It will be arranged on quarterly basis to be released on
certification of completing the previous task. The NGO, will submit progress report
on quarterly basis before claiming its next instalment of the contracted amount. Its
services will be required for 18 months. Monitoring and evaluation of the LA & ER
Action Plan (LA & ER AP) will also include the performance of the contracted NGO.
11.2.2 Monitoring And Evaluation (M & E)
The M & E will be simultaneous with the implementation of the LA & ERAP. For this
purpose, conventional monitoring by the SPV, as described will continue which
mostly relates to the extent of LA and compensation paid, number of families receiving
compensation, extent of government land identified and allotted to the PAPs, extent
of private land identified and transactions settled, other ER assistance extended and the
related financial aspects etc. However, an extemal M & E agency will be engaged for
meaningful and realistic monitoring and evaluation of LA and ER programmes on
periodical basis. -
11.2.3 Project Level Monitoring
The SPV will be responsible for setting up and putting in place a monitoring framework
for the R & R implementation of the LA and ER component of the project. Since M
& E will be simultaneous with the initiation of LA & ER activities, the SPV will
develop proforma for monitoring at different levels - project and district. Such a
.monitoring system will help in developing quality control and planning for remedial
measures to overcome implementation problems and build them into the programme of
activities. Besides focusing on various physical and financial aspects, preparation of
quarterly progress reports on the progress of LA & ER activities will form the
important task of the SPV.
In order to strengthen monitoring of LA & ER programmes, a Project Level
Rehabilitation Committee (PLRC) will be constituted. The committee will meet once
in three months to approve plans and monitor implementation of LA & ER activities. it
will advise project level staff on various aspects of the programmes to make
implementation more effective. The organisational chart and composition of the team
and its functions are given below:
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PoetLel Rehablitto Conuniuce
Co.sti....o..
2. Chief iNAne Cer FOR L A & ESRm
- - | ~~~DISTRICT COLLEciRk-q:
1; 3
3. Rpeettvto n nPROJECT LEVELn
\ | EHAILITATION COMMITTEE
|REVE-NUE OFFICIALS|
VILLAGE EE
Project Level Rehabilitation Committee
Constitution:
The following shall constitute PLRC
I District Collector Chairman
2. Chief Engineer, R &B - Member
3. SPV Representative to be nonminated Convenor
4. Project Consultartt (from IL&FS) Member
5. District LAO Member
6. Representatives of the Departments of Rural
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3-11/5
Kadi-Kalol spur Road
Development and Panchayat Raj, etc. Members
7. Two Representatives of PAPs Members
8. NGO representative Member
Functions:
1. Monitor and Review LA and payment of compensation
2. Approve LA&ESR programnes for the PAPs, in accordance with the
Policy finalised for the Project.
3. Dovetail various development programmes of the government for ESR
of PAPs.
4. Move the concerned government departments for flow of funds required
for implementing LA & ESR programmes.
5. Handle grievances presented by project stake-holders.
6. Monitoring of resettlement and rehabilitation of commercial units and
the programmes for BPL and other vulnerable groups.
7. The Committee meets once in three months and reviews the progress of
each of the items of resettlement and rehabilitation.
11.2.4 Monitoring By Il&FS
IL&FS will monitor social aspects of the project i.e., implementation of LA & ERAP on
an ongoing basis through social audit. This is assigned to independent agencies and
their reports are made available to the concerned project authorities. At the corporate
level there is an Environmental and social Management Group (ESMG) which
comprises of specialists with adequate expertise and skills to understand the critical
issues concerning environment and social aspects. Besides, IL & FS also retains the
services of consultants to do a range of specific assignments relating environment and
social aspects of the projects. For each project, IL & FS ensures that the SPV
appoints project consultants for among NGOs to undertake assigmnents on social
issues.
11.3 Work Schedule
The proposed work schedule for completion of taskl is given below in Table No. 3-11/1.
Scott Wilson Kirkpatrick Draft Final Report
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A 11LI-AUtll¢ .vxpur UnJaII
TABLE No. 3-1 1/1
Proposed Work Scbedule for EcoIInOmic alld Social Relhabilitation
for tl1enipnle e11tilE A encv
Sr. Tasks I2'd 3 4u' su) 6d
No Quarter Quaner Quartcr Quartcr Quartcr Quancr
A Land Acquisition
.a. Joint N1aiingeilcenit survev _
b. Dcclarationl of Award
c. Possession of ladid
d. Pavmelit of compenisation_
B Restoration of commercial
strmctures in ROW
a. Pavment of grant
b. Relocation of structure
C Social Facilities
___a. Land Acquisitioni
b. Joint Management Survey
c. Possession of land
d. Finding and allocating
altemate lands
e. Verification of BPL families
f. Balwadi/Multipurpose
centre _ _
g. Protection wall for village
school and preparation of
Grccn Belt _
h. Village pond upgradation
and beautification _
D. Mhrougil NGO involvemcnt
Ia. Location of altemate site
for commercial encroachers
lb. Facilitating disbursement
of grant to conimercial
encroaclers
la. Identification and contact
with land losing families
2b. Assistance in identifying
altemate land/ or obtaining
cash compensation
3. Meetings with PAPs
4. Coimiunitv meetings for
forming CBOs to monitor
R&R provisials .
5. Mobilising social
programmes for enhancng
R& R
5a. Skill training and self
emplovrnent groups .
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lTABLE No. 3-11/1
Prol)osed Work Schetidule for Econonmic nnd Social Rehabilitation
for tile _Iail)le aa tiingiA enicv
Sr. Tasks I2 3"' 41 i cs 6 G
No Quarncr Quartcr Quartcr Quartcr Quwricr QuOncr
5b. Social Forestrv projects
5c. Mobilising extension -
services for non-ecoiionoic land
lholding families . .
5d. Wotlletn targeted social
development schem1es __
5e. Identifying vulnerable
categories of population
- children, liandicapped,
women headed household
5f. Working with BLP
families
5g. Preparation of CBOs to
takeover social assets created
5h. Haanding over assets to
CBOs for 0 & M
Si. Mobilising social
development schemes ------- _ _ I
E MM&E _ _ . _ _
Budget
The total budget for implementing the LA&ERAP for the PAPs of the Project is
estimated at 16.49 spread out 18 months. While working out the budget the unit rates
adopted are follows:
1. As per the prevailing mark-et value of land for private land has been estimated at
Rs. 6.25 lakh per ha + solatium @ 30% and interest @ 120%o for one This works
out to Rs. 8.87,500/- per ha of This wilJ be provided to all the owners losing
land. PAPs receiving this money will not be eligible for any other grants under the
project.
2. Replacement cost for structures of commercial encroachers is assumed at
Rs.2000/- per sq.mtr, for the total requirement of 365 sq.mt. which comes to
approximately Rs.7,30.000/-. Additionally 365 sq.mtr. of land has to be acquired
at the prevailing rate of approximately Rs.200/- per sq.mtr.. the total cost will be
approximately Rs.73,000/-. A provision of Rs.6,97,000/- has also been made for
the tools of trade and training for the commercial units that will be shifted and for
self-employmcnt of BPL famnilics.
3. Compensation for development of pasture Balwadi, pond etc. including provision
of piped water supply and hand pump estimated at Rs.20,00,000/-
4. The NGO services will be required mainly to help the adversely affected (those
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_*^^4^,w>,*7 >s~~~~~~~~~~- i lxx~
losing part of the land holding) Ifanilies and comnmercial encroacihers totalling to
105 PAP households. NGOs will be engaged for 24 months. the total fees
estimated for NGO involvement is therefore Rs. 10,00,000/-
5. The cost of engaging an external M&E consultant has been taken at Rs.50.000 per
month. The M&E consultant will be engaged for 3 months spread over 2 years
and estimated to cost Rs.4.5 lakhs (inclusive of all expenses).
6. Expenses on all LA and ER activities including the payment of compensation and
ER assistance, and the cost of engaging NGO and extemal M&E agency will be
met from the project cost.
Provisionial Budget for R&R Componient
Sr.No Description Amount
(Rs.Million)
1. Compensation for land to be paid in cash of non
availability of cultivable land @ Rs.8,87,500 per ha 11.54
for 13 ha. _
2. Compensation for commercial encroachers in terms 1.5
of resettlement and rehabilitation _
3. Compensation for development of Posture, Balwadi, 2.00
Pond
4. Fees for NGO services (for 24 months) 1.00
5. Fees for M&E agency ( for 3 months) 0.45
Total 16A9
It is assumed that the toll plaza will be accommodated within 60 mtrs. ROW. The
additional land requirement will be insignificant if at all. In that case if the R&R liabilities
arise these will be taken care of with additional provisions.
Scott Wilson Kirkpatrick Draft Final Report
pwALh*":317.-
ANNEXUIRES
ANNEXURE I
HoURLY OBSERVED METEOROLOGIcAL DATA AT AHMEDABAD BY IMD IN OCTOBER 1995
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C OV E R
1.10.95 0040 CALM CALM 3
0140 CALM CALM 2
0240 __ CALM 2
0340 __ CALM 2
0440 __ CALM 1
0540 __ CALM 1
0640 __ CALM 1
0740 7.4 NNE 1
0840 11.1 NNW I
0940 12.95 N 0
1040 7.4 N 0
1140 7.4 NNW 0
1240 9.25 NNW 1
1340 7.4 SSW 3
1440 7.4 WNW .5
1540 __ CALM 4
1640 __ CALM 5
1740 __ CALM 4
1840 9.25 WSW 5
1940 5.5 WSW 4
2040 12.95 WNW 3
2140 - CALM 3
2240 14.8 WSW 3
2340 12.95 WSW 2
2.10.95 0040 11.1 WNW 2
0140 11.1 NNW 3
0240 11.1 NNW 3
0340 3.7 NNW 3
0440 __ CALM 3
0540 __ CALM 3
0640 __ CALM 6
0840 12.95 NNW 3
0740 | CALM 3
A NNE XURE I
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION COYER
0940 12.95 N 1
1040 9.25 WNW 0
1140 11.25 NNE 0
1240 _ CALM 1
1340 5.55 NNE 2
1440 5.55 WSW 3
1540 _ CALK 4
1640 CALM 4
1740 _ CLM 4
1840 9.25 SSW 4
1940 9.25 S S W 4
2040 7.4 WSW 2
2140 CALM 1
2240 7.4 WSW 0
2340 0
3.10.95 0040 7.4 WNW 0
0140 7.4 WNW 0
0240 U .1 WNW 0
034C' 11.1 WNW 2
0440 9.25 WNW 2
0540 7.4 NNW 2
0640 7.4 NNW 3
0740 7.4 NNW 2
0840 7.4 NNW 1
0940 11.1 NNW 1
1040 9.25 NNW 1
1140. 9.25 WNW 1
1240 _ CALM 0
1340 12.95 WNW 2
1440 11.1 WNW 3
1540 12.95 WNW 2
1640 12.95 W N W 1
1740 7.4 WNW 1
1840 _ CALM 2
1940 CALM 2
2040 _ CALM 4
2140 1.11 WSW 3
2240 31.1 WSW 2
2340 11.1 SSW 3
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C OV E R
1540 L1.1 WNW 1
1640 5.55 NNW 1
1740 9.25 NNW 1
1840 _ CALM 3
1940 CALM 2
2040 CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 _ CALM 0
6.10.95 0040 _ CLAM 0
0140 11.1 WSW 0
0240 9.25 WNW 0
0340 fl.1 NNW 0
0440 5.5 NNW .0
0540 5.5 NNW 0
0640 CALM 1
0740 _ CALM 1
0840 9.25 N 0
0940 31.1 WSW 0
1040 9.25 NNW 0
1140 11.1 W 0
1240 11.1 NNW 1
1340 5.55 WNW 2
1440 7.4 WNW 1
1540 9.25 NNW 1
1640 11.. N 1
1-740 7.4 NNW 1
1840 _ CALM 0
1940 CALM 0
2040 _ CALM 0
2140 9.25 WWN 0
2240 7.4 NNW 0
2340 _ CALM 0
7.10.95 0040 _ CALM 0
0140 9.25 WNW 0
0240 9.25 NNW 0
0340 CALM 2
0440 7.4 NNW 2
0540 _ CALM 2
DATE TIME WIND SPEED WI ND CL OUD
(km/h) DIRECTION COVE R
4.10.95 0040 14.8 SSW 3
0140 14.8 WSW 3
0240 11.1 WSW 0
0340 9.25 WSW 0
0440 11.1 WSW 0
0540 7.4 WSW 1
0640 _ CALM- 4
0740 11.1 WNW 2
0840 12.95 WNW 1
0940 9.25 NNW 1
1040 12.95 WNW 1
1140 12.95 WNN 1
1240 12.95 WSW 1
1340 11.1 WNW 2
1440 12.95 WNW 5
1540 11.1 WSW 5
1640 9.25 WNW 3
1740 7.4 NNW 2
1840 _ CALM 3
i1940 CALM 1
2040 CALM 1
2140 CALM 1
2240 71.1 WSW 1
2340 9.25 WSW 0
_ 5.10.95 0040 9.25 W S W 0
0140 9.25 WSW 0
0240 11.1 WSW 0
0340 5.55 WNW 0
0440 9.25 WNW 0
0540 14.8 WNW 2
0640 11.1 W N W 2
0740 12.95 WNW 1
0840 12.95 W N W 0
0940 14.8 WNW 0
1040 11.1 NNW 0
1140 11.1 NNW 0
1240 12.95 WNW - 1
1340 12.95 WNW 2
1440 9.25 WNW 2
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION COVER
0640 CALM 1
0740 _ CALM 3
0840 5.55 NNW 3
0940 11.1 NNE 3
1040 5.55 NNE 3
1140 11.1 NNW 3
1240 7.4 NNW. 3
1340 11.1 WNW 4
1440 7.4 WNW 2
1540 _ CALM 2
1640 7.4 NNW 2
1740 _ CALM 1
1840 _ CALM 1
1940 _ CALM 2
2040 _ CALM 3
2140 _ CALM 2
2240 _ CALM 2
2340 9.25 NNW 2
8.10.95 0040 5.55 N 5
0140 7.4 N 5
0240 _ CALM 5
0340 CALM 5
0440 _ CALM 6
0540 9.25 NNE 4
0640 5.5 - NNE 6
0740 9.25 NNE 6
0840 7.4 NNE 7
0940 9.25 NNE 6
1040 12.95 . ENE 6
1140 12.95 NNE 1
1240 12.95 ESE 0
1340 _ CALM 0
1440 12.95 NNE 1
1540 12.95 NNE 2
1640 12.95 NNE 2
1740 7.4 NNE 3
1840 _ CALM 5
1940 CALM 4
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C OV E R
2040 CALM 3
2140 CALM 3
2240 CALM 6
2340 CALM 6
9.10.95 0040 CALM 7
0140 CALM 7
0240 9.25 N 7
0340 _ CALM 7
0440 _ CALM 7
0540 _ CALM 7
0640 _ CALM 7
0740 _ CALM 6
0840 9.25 ENE 6
0940 14.8 NNE 6
1040 11.1 ENE 5
1140 12.95 NNE 2
1240 14.8 ENE 0
1340 18.5 ENE 0
1440 11.1 E 1
1540 12.95 E 2
1640 12.95 NNE 1
1740 7.4 NNE 2
1840 _ CALM 2
1940 _ CALM 1
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 _ CALM 0
10.10.95 0040 _ CALM 0
0140 _ CALM 0
0240 _ CALM 0
0340 _ CALM 0
0440 _ CALM 1
0540 5.5 NNE 1
0640 7.4 NNE 2
0740 9.25 ENE 1
0840 3.1 ENE 1
DATE TIME WI ND SPEED W I N D C L O U D
(km/h) DIRECTION COVER
0940 12.95 E 1
1040 12.95 ESE 0
1140 11.1 ESE 0
1240 18.5 ESE 1
1340 11.1 NNE 1
1440 14.8 ENE 1
1540 14.8 ENE 1
1640 14.8 NNE 1
1740 11.1 NNE 1
1840 _ CALM 1
1940 _ CALM 1
2040 _ CALM 0
2140 CALM 0
2240 _ CALM 0
2340 _ CALM 0
31.10.95 0040 _ CALM 2
0140 9.25 NNE 1
0240 11.1 NNE 2
0340 7.4 NNE 3
0440 9.25 NNE 3
0540 1.1 NNE 3
0640 9.25 NNE 4
0740 9.25 ENE 5
0840 14.8 ENE 4
0940 14.8 ENE 4
1040 18.5 ENE 3
1140 14.8 E 2
1240 14.8 ESE 2
1340 14.8 ENE 4
1440 14.8 ENE 3
1540 12.95 ENE 3
1640 14.8 ENE 2
1740 12.95 NNE 1
1840 7.4 NNE 1
1940 5.55 N 2
2040 _ CALM 1
2140 _ CALM 0
2240 _ CALM 2
2340 CALM 4
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION COVE R
12.10.95 0040 CALM 5
0140 CALM 4
0240 11.1 ENE 4
0340 11.1 ENE 4
0440 14.8 ENE 5
0540 7.4 ENE 5
0640 9.25 NNE. 6
0740 12.95 NNE 6
0840 12.95 ENE 6
0940 14.B E 6
1040 16.5 E 6
1140 14.8 E 6
1240 12.95 ENE 5
1340 14.8 ESE 5
1440 188.5 E 5
1540 22.2 ENE 5
1640 14.8 ENE 6
1740 11.1 ENE 5
1840 7.4 ENE 5
1'940 _ CALM 5
2040 CALM 4
2140 CALM 2
2240 . CALM 2
2340 9.25 ENE 4
13.10.95 0040 11.1 ENE 4
0140 9.25 ENE 5
0240 11.1 ENE 3
0340 11.1 ENE 3
0440 7.4 ESE. 3
0540 _ CALM 4
0640 _ CALM 5
0740 14.8 E 5
0840 14.8 E 5
0940 14.8 ENE 4
1040 12.95 ESE 5
1140 11.1 ESE 4
1240 12.95 EsE 5
1340 9.25 ESE 5
D A T E TIME WIND SPEED W I N D CLOUD
(km/h) DIRECTION COVER
1440 7.4 E 6
1540 11.1 E 6
1640 11.1 ESE 4
1740 _ CALM 5
1840 9.25 ESE 4
1940 12.95 SSE 3
2040 12.95 S 3
2140 14.8 SSW 3
2240 12.95 S 3
2340 14.8 S 4
14.10.95 0040 7.4 s 4
0140 7.4 S 6
0240 11.1 ESE 7
0340 9.25 NNE 5
0440 _ CALM 6
0540 CALM 6
0640 11.1 SSE 7
0740 12.95 . SSE 7
0840 7.4 SSE 7
0940 12.95 SSE 7
1040 11.1 S 6
1140 11.1 ESE 7
1240 11.1 SSW 7
1340 14.8 - S 6
1440 9.25 SSW 6
1540 11.1 SSW 6
1640 9.25 SSE 6
1740 _ CALM 7
1840 11.1 SSW 7
1940 12.95 S 5
2040 9.25 SSW 3
2140 9.25 SSE 3
2240 31.1 SSE 5
2340 11.1 SSE 7
15.10.95 0040 11.4 ENE 7
0140 11.1 E 5
0240. 5.55 SSE 5
0340 7.4 SSE 4
D A T E TIME WIND SPEED W I N D C L O U D
(km/h) DIRECTION C O V E R
0440 7.4 ESE 6
0540 1.1.1 ESE 6
0640 14.8 ESE 7
0740 5.55 ESE 7
0840 7.4 ESE 7
0940 7.4 SSE 6
1040 9.25 SSE 6
1140 _ CALM 6
1240 _ CALM 6
1340 12.95 SSW 6
1440 11.1 S 5
1540 11.1 SSW 5
1640 12.95 SSE 4
1740 14.8 S 4
1840 7.4 SSE 6
1940 5.53 S 7
2040 7.4 SSW 6
2140 11.1 SSW 5
2240 * 11.1 SSW *
2340 11.1 WSW 4
16.10.95 0040 11.1 SSW 4
0140 11.1 W'SW 5
0240 11.1 SSW 5
0340 11.1 S 7
0440 5.5 - N 7
0540 7.4 ENE 5
0640 5.55 ENE 6
0740 _ CALM 3
0840 9.25 ESE 2
0940 CALM 4
1040 11.1 NNE 4
1140 11.1 ENE 5
1240 13.1 E 6
1340 12.95 ENE 7
1440 9.25 NNE 7
1540 14.8 W 7
1640 9.25 WSW 7
1740 7.4 SSW 6
DATE TIME WIND SPEED WIND CLOU D
(km/h) DIREClION C O V E R
1840 7.4 sSW 7
1940 7.4 SSW 7
2040 9.25 SS W 6
2140 7.4 w 5
2240 _ CALM 4
2340 _ CALM 5
17.10.95 0040 _ CALM 6
0140 _ CALM 5
0240 _ CALM 4
0340 _ CALM 4
0440 _ CALM 4
0540 _ CALM 4
0640 _ CALM 5
0740 _ CALM 6
0840 _ CALM 4
0940 - CALM 3
1040 9.25 WAW 2
1140 11.1 N 2
1240 11.1 NNE 4
1340 31.1 ENE 5
1440 5.5 ENE 5
1540 _ CALM 5
1640 9.25 WSW 4
1740 5.55 WSW 5
1840 9.25 WSW 5
1940 9.25 WSW 3
2040 9.25 WSW 2
2140 5.55 WNW 2
2240 _ CALM 2
2340 7.4 WNW 2
18.10.95 0040 7.4 WNW 1
0140 7.4 NNW 1
0240 7.4 N 2
0340 _ CALM 0
0440 _ CALM 0
0540 3l.1 NNE - 2
0640 11.1 NNE 0
0740 11.1 NNE 0
0840 9.25 NNE 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C OV E R
0940 14.8 ENE 6
1040 14.8 ENE 6
1140 12.95 ESE 3
1240 11.1 E 3
1340 1.1 ENE 3
1440 14.8 ENE 4
1540 14.8 ENE 3
1640 11.1 ENE 4
1740 9.25 NNE 1
1840 _ CALM 1
1940 _ CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 1
2340 _ CALM 1
19.10.95 0040 _ CALM 1
0140 _ CALM 1
0240 _ CALM 1
0340 _ CALM 1
0440 _ CALM 1
0540 _ CALM 1
0640 _ CALM 2
0740 _ CALM 2
0840 7.4 ENE 0
0940 9.25 ENE 0
1040 5.55 ENE 0
1140 5.55 ENE 0
1240 _ CALM 0
1340 12.95 ENE 2
1440 _ CALM 2
1540 9.25 NNE 2
1640 9.25 N 1
1740 9.25 NNE 0
1840 _ CALM 0
1940 _ CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 . CALM 0
2340 CALM 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION COVE R
20.10.95 0040 _ CALM 0
0140 9.25 NNW 0
0240 11.1 W N w 0
034 0 3.7 NNW 0
0440 _ CALM 0
0540 _ CALM 0
0640 _ CALM 0
0740 _ CALM 0
0840 _ CALM 0
0940 5.55 WNW 0
1040 11.1 N 0
1140 9.25 NNE 0
1240 11.1 N 0
1340 12.45 NNW 0
1440 31.1 NNW 1
1540 12.95 WNW 1
1640 12.95 WNW 1
1740 7.4 NNW 1
1840 _ CALM 0
1940 CALM 0
2040 _ CALM 0
2140 - CALM 0
2240 _ CALM 0
2340 : CALM 1
21.10.95 0040 7.4 NNE 1
0140 CALM 0
0240 _ CALM 0
0340 _ CALM 0
0440 _ CALM 0.
0540 _ CALM 0
0640 _ CALM 0
0740 _ CALM 0
0840 _ CALM 0
0940 _ CALM 0
1040 CALM 0
1140 CALM 0
1240 11.1 NNW 0
1340 5.55 NNW 0
1440 . CALM 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C OVE R
1540 11.1 NNE 0
1640 11.1 N 0
1740 7.4 NNE 0
1840 . CALM 0
1940 _ CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 _ CALM 0
22.10.95 0040 _ CALM 0
0140 3.7 N 0
0240 _ N 0
0340 _ CALM 0
0440 _ CALM 0
0540 _ CALM 0
0640 _ CALM 0
0740 _ CALM 1
0840 9.25 ENE 1
0940 12.95 ENE 0
1040 14.6 ENE 0
1140 11.1 ESE 0
1240 18.5 ESE 0
1340 U.1 SSE 0
1440 9.25 E 2
1540 7.4 ESE 2
1640 5.55 ENE 2
1740 5.55 ESE 1
1840 _ CALM 1
1940 _ CALM 1
2040 CALM 0
2140 CALM 0
2240 CALM 0
2340 CALM 0
23.10.95 0040 _ CALM 0
0140 9.25 ENE 0
0240 11.1 ENE 3
0340 _ CALM 3
0440 7.4 NNE 3
0540 111 NNE 4
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C OV E R
0640 11.1 NNE 0
0740 11.1 NNE 1
0840 14.8 ENE 2
0940 14.8 ENE 1
1040 14.8 ENE 1
1140 11.1 ESE 0
1240 9.25 ENE 0
1340 11.1 ESE 0
1440 11.1 ENE 0
1540 14.8 NNE 0
1640 14.8 ENE 1
1740 9.25 ENE 1
1840 _ CALM 0
1940 _ CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 CALM 0
24.10.95 0040 _ CALM 0
0140 7.4 NNE 0
0240 11.1 ENE 0
0340 11.1 ENE 0
0440 9.25 NNE 0
0540 9.25 ENE 0
0640 9.25 ENE 1
0740 5.55 ENE 0
0840 5.55 NNE 0
0940 11.1 ESE 0
1040 14.8 ESE 0
1140 12.95 ENE 0
1240 12.95 ESE 0
1340 11.1 E 0
1440 11.1 ENE 0
1540 14.8 ENE 0
1640 11.1 E 0
1740 5.55 E 0
1840 _ CALM 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C O V E R
1940 _ CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 _ CALM 0
25.10.95 0040 CALM _
0140 _ CALM _
0340 _ CALM _
0440 _ CALM _
0540 _ CALM _
0640 5.55 NNE 0
0740 7.4 NNE 0
0840 31.1 ENE 0
0940 11.1 E 3
1040 12.95 ESE 0
1140 12.95 ESE 0
1240 7.4 ESE 0
1340 12.95 E 0
1440 11.1 NNE 0
1540 11.1 NNE 0
1640 _ ENE 0
174-0 _ ENE 1
1840 CALM 0
1940 CALM 0
2040 CALM 0
2140 CALM 0
22440 CALM 0
2340 CALM 0
26.10.95 0040 CALM 0
0140 CALM 0
0240 9.25 ESE 0
0340 _ CALM 0
0440 _ CALM 0
0540 _ CALM 0
0640 _ CALM 0
0740 311.1 ENE 0
0840 12.95 ENE 0
0940 12.95 E 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION COVER
1040 9.25 E 0
1140 11.1 ESE 0
1240 7.4 ESE 0
1340 9.25 ENE 0
1440 7.4 ESE 0
1540 11.1 ENE 0
1640 9.25 E 0
1740 9.25 E . 0
1840 _ CALM 0
1940 _ CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 _ CALM 0
27.10.95 0040 _ CALM 0
0140 9.25 ENE 0
0240 _ CALM 0
0340 _ CALM 0
0440 _ CALM 0
0540 _ CALK 0
0640 5.55 ENE 1
0740 _ CALM 0
0840 7.4 ESE 0
0940 7.4 E 0
1040 11.1 ESE 1
1140 7.4 SSE 1
1240 _ SSE 1
1340 CALM 1
1440 11.1 CALM 1
1540 11.1 ENE 2
1640 _ ENE 5
1740 _ CALM 6
.B40 _ CALM 6
1940 _ CALM 1
2040 _ CALM 0
2140 - CALM 0
2240 CALM 0
2340 CALM 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION C O V E R
2B.10.95- 0040 _ CALM 0
0140 _ CALM 0
0240 _ CALM 0
0340 _ CALM 0
0440 _ CALM 0
0540 _ CALM 0
0640 11.1 WNW 2
0740 _ CALM 0
0840 _ CALM 0
0940 _ CALM 0
1040 7.4 ENE 0
1140 _ CALM 0
1240 5.55 ENE 0
1340 12.95 ENE 0
1440 31.1 ESE 0
1540 7.4 ESE 0
1640 12.95 SSW 0
1740 5.55 SSW 0
1840 - S 0
1940 _ CALM 0
2040 - CALM 0
2140 - CALM 0
2240 _ CALM 0
2340 _ CALM 0
29.10.95 0040 _ CALM 0
0140 _ CALM 0
0240 _ CALM 0
0340 _ CALM 0
0440 _ CALM 0
0540 _ CALM 0
0640 _ CALM 0
0740 _ CALM 0
0840 9.25 ENE 0
0940 9.25 ESE 0
1040 7.4 S 0
1140 9.25 SSW 0
1240 _ CALM 0
1340 5.55 S 0
1440 1.1 ESE 0
DATE TIME WIND SPEED WIND CLOUD
(km/h) DIRECTION COVER
1540 _ CALM 0
1640 5.55 E 0
1740 5.55 ESE 0
1840 _ CALM 0
1940 CALM 0
2040 _ CALM 0
2140 _ CALM 0
2240 _ CALM 0
2340 _ CALM 0
30.10.95 0040 _ CALM 0
0140 _ CALM 0
0240 11.1 NNE 0
0340 9.25 ENE 0
0440 9.25 ENE 0
0540 9.25 ENE 2
0640 11.1 ESE 4
0740 11.1 E 4
0840 12.95 NNE 3
0940 12.95 ENE 1
1040 16.5 ENE 1
1140 12.95 ESE 0
1240 U.1 N 0
1340 7.4 NNE 0
1440 7.4 NNE 0
1540 1.1 ENE 0
1640 11.1 ENE 0
1740 9.25 NNE 0
1840 9.25 NNE 0
1940 9.25 N 0
2040 12.95 NNE 0
2140 9.25 NNE 0
2240 11.1 NNE 0
2340 9.25 N 2
31.10.95 0040 5.55 NNE 3
0140 7.4 NNW 3
0240 5.55 NNW 3
0340 _ CALM 3
0440 5.55 N 3
0540 5.55 NNE 3
DATE TIME WIND SPEED W I N D C L O U D
(km/h) DIRECTION C OV E R
0640 9.25 NNE 5
0740 9.25 NNE 3
0840 11.1 INNE 2
0940 14.8 ENE 1
1040 18.5 ENE 0
1140 18.5 ENE 0
1240 14.8 ENE 0
1340 14.8 ENE . . 0
1440 14.8 ENE 0
1540 14.8 £N E 0
1640 .l.1 ENE 0
1740 _ ENE 0
1840 _ CALM 0
194v _ CALM 0
2040 _ CALM 0
2140 7.4 N 0
2240 7.4 NNE 0
2340 7.4 N 0
ANNEXURE II
HOURLY OBSERVED METEOROLOGICAL DATA IN PROJECT AREA
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
29.09.96 1 AM 2.1 SSE 0
2AM 3.09 SSE 0
3AM 4.5 ESE 1
4AM 3.4 SE I
5AM 0.72 ESE 0
6AM 4.5 ENE . 3
7AM CALM _ 1
8AM 1.8 ESE 1
9AM 5.2 ESE 1
10AM 7.9 SSE 2
11AM 3.0 S 1
12PM 4.9 SE 0
1 PM 10.6 ESE 0
2 PM 9.9 ESE 0
3 PM 3.24 E 2
4 PM 5.04 SSE 1
5 PM 3.6 SSE 0
6 PM 3.8 SE 0
7 PM 3.0 SE 0
8 PM 4.6 ESE 1
9 PM 2.5 ESE 0
10 PM 3.4 SSE 5
11 PM 1.0 SSE 4
30.09.96 12 AM CALM _ 4
1AM 2.4 SSE 3
2AM 2.7 SSW 4
3AM 4.1 ESE 2
4AM 3.0 SE 0
5AM 0.3 ESE -0
6AM 4.1 E I
7AM CALM I 1
8AM 1.5 SSE 1
9AM 4.8 SSE 0
10AM 7.6 ESE 3
11AM 2.6 SE 0
12 PM 4.5 ESE 2
ANNEXURE II
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
1 PM 11.4 SE 1
2 PM 9.5 SSE 0
3 PM 2.8 E 1
4 PM 3.3 ESE 1
5 PM 3.6 SSE 1
6 PM 3.4 SSE 1
7 PM 3.2 SE 0
8 PM 2.6 SSW 2
9 PM 0.4 ESE 3
10 PM 2.6 E 3
11 PM 0.9 SSE 4
1.10.96 12 AM 1.2 SSE 1
1 AM CALM _ 1
2 AM 7.8 ESE 6
3 AM 7.3 SE 0
4 AM 3.8 ESE 0
5 AM 3.8 ESE 3
6 AM 3.8 E 2
7 AM 3.2 SE 6
8 AM 8.5 SSE 1
9 AM 4.5 SSE 1
10 AM 14.0 ESE 1
11 AM 17.4 ESE 1
12 PM 11.5 SSE 4
1 PM 5.8 SE 4
2 PM 5.7 SSW 3
3 PM 8.3 SSE 2
4 PM 4.6 SE 1
5 PM 3.7 ESE 1
6 PM 1.2 E 1
7 PM CALM ESE 3
8 PM CALM _ 2
9 PM 2.08 ESE 1
10 PM 3.6 SE 1
11 PM 0.7 SSE 3
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
2.10.96 12 AM CALM _ 3
1 AM 13.04 SSE 4
2 AM 2.1 ESE 4
3 AM 7.3 E 4
4 AM 4.1 ESE 5
5 AM 2.7 S 2
6 AM 2.3 SSE 1
7 AM 2.9 SSE 1
8AM 8.3 SSE 1
9 AM 2.1 SE 1
10 AM 3.4 ESE 0
11 AM 9.7 ESE 0
12 PM 9.3 ESE 0
1 PM 5.1 SSE 0
2 PM 7.5 ESE 0
3 PM 2.9 SSE 0
4 PM 6.4 SE 1
5 PM 3.6 ESE 3
6PM 2.4 SSE 3
7 PM 3.3 SSE 4
8 PM 1.9 SSW 5
9 PM 0.5 SE 5
10 PM 3.1 SE 2
11 PM 1.3 SSE 1
3.10.96 12 AM CALM 1
1AM 1.2 ENE 1
2AM 4.9 ENE 1
3AM 7.2 ENE 2
4AM 4.2 ESE 2
5AM 2.4 SSW 2
6AM 3.5 SSE 3
7'AM 1.6 ESE 3
8 AM 0.9 SSE 4
9AM CALM ENE 4
10 AM 5.6 I 1
11 AM 2.4 ESE 2
12 PM 6.6 ESE 1
DATE TIME WIND SPEED WIND CLOUD
K.n/hr DIRECTION COVER
1PM 9.6 ENE 1
2 PM 5.6 ESE 1
3 PM 3.5 SSE 1
4PM 6.6 ENE 0
5 PM 2.4 SSE 0
6 PM 7.7 SSE 0
7PM 2.9 SSE 0
8 PM 3.4 SSW 3
9 PM 5.2 WSW 4
10 PM 2.9 ENE 4
11 PM 9.4 SSE 4
4.10.96 12 AM 7.5 SSE 4
1AM 5.8 SSE b
2AM 3.3 SSW 4
3AM 9.4 NNE 5
4AM 6.8 ESE 4
5AM 6.8 ESE 3
6AM 1.0 S 2
7AM 5.2 ESE 2
8AM 6.0 ESE 2
9 AM 8.3 E 3
10 AM 5.6 SSE 3
11 AM 3.5 SE 1
12 PM CALM _ 1
1PM 8.0 SSE 1
2 PM 9.1 SE 1
3 PM 3.9 SSE 1
4PM 1.8 ESE 0
5 PM 0.9 NE 0
6PM 4.2 NNW 0
7PM 2.9 SSE 0
8PM CALM 0
9 PM 2.4 SSE 0
10 PM 3.5 SE 1
11 PM 3.8 ENE 0
5.10.96 12 AM 7.9 ENE 0
DATE TIME WIND SPEED wIND CLOUD
Km/hr DIRECTION COVER
5.10.96 1 AM 6.6 SSE 3
2AM 3.6 S 6
3 AM 2.9 SSW 3
4AM 8.3 W N W 7
5AM 6.7 WSW 8
6 AM 2.1 NNW 7
7 AM 9.7 W N W 7
8 AM 2.5 SSW 6
9 AM 8.6 SSE 4
10 AM 5.7 ESE 4
11 AM 12.6 ENE 3
12 PM 7.9 S 3
1 PM 6.8 SSE 5
2PM 3.9 W N W 4
3 PM 1.8 NE 1
4 PM 7.5 NNW 1
5PM 6.8 NE 1
6PM 3.8 WSW 1
7PM 4.3 ESE I
8PM 1.0 SSE 0
9 PM 3.2 SSE 0
10 PM 7.2 ESE 0
11 PM 7.5 NNW 2
6.10.96 12 AM 7.9 NNE 0
1AM 7.5 W N W 5
2AM 1.0 WSW - 6
3AM CALM W S W 5
4AM CALM W S W 4
5AM CALM w S W 4
6AM CALM W S W 1
7AM 2.8 WNW 1
8AM 3.9 W N W 1
9AM 7.2 NNW 0
10 AM 5.0 NNW 0
11 AM 1.4 W S W 0
12 PM 8.2 NNW 0
1 PM 10.4 NNW 0
2PM 7.9 WNW 0
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
3PM 7.9 W N W 1
4 PM 5.4 NNW 1
5PM 7.2 W N W 1
6PM 4.3 WNW 2
7PM 2.8 WNW 3
8PM 4.3 WN W 3
9 PM 3.9 NNW 4
10 PM 2.1 ENE 2
11 PM 6.4 W N W 2
7.10.96 12 AM 5.7 NNW 1
1AM 5.4 WNW 1
2AM 2.5 NW 1
3 AM 2.8 NNE 2
4AM CALM _ 1
5 AM 2.8 SSW 1
6AM 0.7 ESE 2
7AM CALM ESE 2
8AM CALM ESE 0
9AM 5.7 ENE 0
10 AM 1.0 ENE 0
11 AM 0.8 ENE 1
12 PM 4.6 W II W 1
1 PM 1.0 NNW 0
2 PM CALM W N W O
3PM 2.8 ENE 0
4PM CALM ENE 5
5PM CALM W S W 3
6PM 1.8 W S W 2
7 PM CALM NNW 1
8PM CALM WSW 1
9PM CALM SSE 0
10 PM CALM SSE 5
11 PM CALM SSE 4
8.10.96 12 AM 3.2 SSW 4
1AM CALM W N W 1
2AM CALM SSE 2
3 AM CALM NNW 2
4AM 1.0 .WSw 2
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
5 AM CALM ENE 3
6 AM 2.8 W SW 2
7AM 0.7 ENE 1
8AM 4.6 ENE 1
9AM 5.6 ENE 1
10 AM 1.6 ENE 1
11 AM 4.7 ESE 2
12 PM 7.9 ESE 2
1 PM 9.9 ESE 2
2 PM 6.0 SSE 1
3 PM 1.8 SSW 0
4 PM 2.0 SSE 0
5 PM 1.5 W S W 0
6PM 6.9 W N W 1
7PM 3.8 SSW 1
8 PM 7.4 WSW 21
9 PM 4.1 SSW 3
10 PM 6.0 SSW 3
11 PM 8.3 SSE 4
9.10.96 12 AM 8.4 4
1AM 3.7 NNE 4
2AM 2.9 ENE 4
3 AM 2.8 E 3
4AM 1.6 ESE 3
5AM CALM _ 3
6- AM 4.5 SSE 2
7AM 6.7 SE 2
8AM 5.8 S 1
9 AM 1.9 SSW 1
10 AM 2.8 W N W 1
11 AM 9.3 N W W 1
12 PM 3.6 ESE 0
1PM 4.8 ESE 0
2 PM 5.6 ENE 0
3PM 6.8 NE 1
4PM 3.9 NNE 1
5PM 1.9 ESE 1
6PM 5.6 ENE 2
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
7 PM 4.7 SSE 2
8 PM 2.1 SE 3
9 PM 0.6 SSW 4
10 PM 0.9 SSW 4
11 PM 0.7 W W N 4
10.10.96 12 AM CALM _ 4
1AM 4.3 ENE 3
2 AM 1.5 E 1
3 AM 7.6 ESE 0
4AM 0.3 ESE 0
5AM 2.4 SSE 0
6AM CALM 0
7AM 1.5 S 1
8 AM 4.9 SE I
9 AM 7.6 SSW 0
10 AM 2.7 ESE 0
11 AM 4.1 ENE 1
12 PM CALM 0
1 PM 0.9 NNW 3
2 PM 2.6 ESE 0
3PM 3.2 SE 0
4 PM 7.3 SSE 0
5PM 6.7 SSE 1
6PM 0.9 ENE 1
7 PM 1.4 NE 0
8 PM 3.4 ESE 3
9PM 6.1 SSE 3
10 PM 11.5 SSW 2
11 PM 6.1 ESE 1
11.10.96 12 AM CALM _ 1
1AM 1.2 ENE 2
2AM 0.9 ESE 2
3AM 16.3 SE 2
4AM 4.5 ESE 3
5 AM 3.2 S S W 1
6 AM 0.6 E 1
7AM CALM _ 1
8AM 8.3 SW- 0
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
9 AM 3.9 S 0
10 AM 9.3 SSE 0
11 AM 6.7 ESE 0
12 PM 1.05 ENE 0
1 PM 6.5 NE 1
2 PM 1.1 NNE 1
3 PM 3.0 ENE 2
4 PM 3.9 NNW 2
5 PM 5.7 WSW 3
6 PM 8.3 ESE 3
7 PM 9.1 ENE 4
8PM 1.6 ENE 4
9 PM 3.2 NE 3
10 PM 1.6 ESE 3
11 PM 1.1 SE 3
12.10.96 12 AM CALM - 3
1AM 4.2 ENE 1
2AM 2.3 .E 1
3 AM 3.6 ESE 1
4AM 0.9 SSE 0
5AM 0.6 SE 0
6 AM 1.2 S 0
7AM CALM _ 0
8AM 3.2 ESE 1
9 AM 5.8 SSW 1
10 AM 5.8 W N W 1
11 AM 4.8 NNW 0
12 PM 4.3 ESE 0
1PM 2.3 NNE 3
2 PM 3.6 E 3
3PM 3.9 NE 0
4 PM 4.8 ESE 0
5 PM4 1.1 SSE 0
6PM 1.6 SE 1
7 PM 8.2 S 1
8PM 8.8 WSW 1
9 PM 6.3 W 4
10 PM 5.4 ENE 4
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
11 PM 1.6 ESE 5
13.10.96 12 AM CALM _ S
IAM CALM _ 6
2AM CALM _ 6
3AM 2.3 ENE 6
4 AM 4.6 E 4
5AM 1.2 ESE 4
6 AM 6.8 SE 3
7AM 0.3 SSE 3
8 AM 1.8 SSE 2
9AM 8.4 ENE 2
10 AM 6.9 E 1
11 AM 3.4 ESE 1
12 PM 4.5 SSE 5
1 PM 1.8 SE 5
2 PM 2.6 SSW 6
3PM 1.8 WNW 6
4PM 1.9 ESE S
5PM 2.6 ENE 1
6PM 8.9 NNE 1
7PM 7.2 ESE 1
8 PM 3.8 NNW 1
9 PM 4.2 SE 1
10 PM 4.2 SSE 1
11 PM 3.1 E 0
14.10.96 12 AM 0.2 NE 1
1AM 1.3 ESE 0
2AM 1.9 NE 0
3AM 1.1 ENE 0
4AM 0.6 ESE 0
5AM 2.6 SSE 0
6AM 1.8 SE 0
7 AM 5.2 SSW 0
8AM 6.7 SSE 0
9AM 5.4 E 1
10 AM 2.1 ENE 1
11 AM 9.6 NE 1
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
12 PM 8.9 ESE 1
1 PM 6.4 SSW 0
2 PM CALM _ 0
3PM 0.2 WNW 1
4 PM 1.6 W S W 1
5PM 2.6 E 2
6PM 3.7 ENE 1
7PM CALM _ 1
8 PM 3.2 ESE 0
9PM 4.6 ENE 1
10 PM 5.8 NNE 1
11 PM 0.1 NE 0
15.10.96 12 AM 1.8 SSE 0
1 Aid CALM, _ 0
2 AM Calm _ 0
3AM 1.9 E 3
4AM 4.6 ENE 3
5AM 3.2 SSE 2
6AM *1.9 SE 2
7AM 0.2 SSE 1
8AM 3.8 ESE 1
9AM 6.7 SSE 1
10 AM 9.6 NNW
11 AM 4.2 W N W 2
12 PM 5.5 W 2
1PM 3.1 ESE 1
2PM 0.2 ESE 1
3PM 6.1 ENE 1
4PM 9.8 SSE 1
5PM 8.4 SSE 0
6PM 1.2 NNW
7PM 6.1 SE 0
8PM 5.1 ENE 1
9 PM Calm _ 1
10 PM 4.2 ENE 2
11 PM 1.8 SSE 2
16.10.96 12 AM 0.6 ESE 3
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
16.10.96 1 AM 3.1 NNW 3
2AM 1.6 NE 4
3AM 2.1 WN W 4
4AM 11.8 ESE 3
5AM 9.3 SSE 3
6AM 2.4 SE 2
7AM 8.6 SSW 1
8AM 7.9 ESE 1
9AM 6.6 SSE 1
10 AM 1.8 E 0
11AM 3.4 ENE 0
12 PM CALM _ 2
1PM 7.1 ESE 2
2 PM 4.2 SSW 3
3PM 5.6 ESE 3
4PM CALM _ 1
5PM 3.1 ENE 1
6PM 2.6 WNW 3
7PM 0.8 WSW 3
8PM 0.3 ESE 4
9PM 1.1 SE 4
10 PM 4.6 SSE 3
11 PM 1.2 SSW 2
17.10.96 12 AM 3.1 ESE 1
1AM CALM _ 0
2AM CALM _ 0
3AAM CALM _ 1
4AM 1.2 ENE 1
5AM 1.6 NNE 2
6AM 4.2 SSW 2
7AM 4.3 NNE 3
8AM 0.2 ENE 4
9AM CALM _ 4
10 AM CALM _ . 5
11 AM CALM _ 5
12 PM CALM ENE 6
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
1 PM 4.3 ENE 1
2 PM 4.2 NE 1
3 PM 1.2 NNE 2
4PM 1.1 NNE 2
5PM 1.6 NNE 1
6PM 0.2 WNW 1
7PM CALM 0
8PM CALM _ 0
9 PM 0.1 NNW 1
10 PM CALM I 1
11 PM 0.1 N W 2
18.10.96 12 AM 0.2 ENE 2
1AM CALM NE 0
2AM 0.8 NNE 0
3 AM CALM 1
4AM 2.0 NE 1
5AM 1.4 ESE 2
6AM 2.6 ESE 2
7AM 0.9 ESE' 1
8AM 2.9 ENE 1
9AM 2.8 ESE 1
10 AM 3.4 SSE 2
11 AM 3.3 S 1
12 PM 1.6 - ESE 1
1 PM 2.1 S 1
2 PM 2.4 SSE 0
3PM 2.4 ENE 0
4PM 4.0 . ENE 0
5PM 4.0 NNE 1
6 PM CALM 0.
7PM CALM 0
8PM CALM 0
9PM 0.1 W N W 1
10 PM CALM 0
11 PM CALM 0
19.10.96 12 AM CALM 0
. _ . .~~~~~~~~~~~~~~~__________________________________ __________________________________ _________________________________
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
19.10.96 1 AM CALM _ 1
2AM 0.1 ESE 1
3AM 0.2 ESE 2
4AM 0.1 SsW 2
5AM 0.2 ENE 3
6AM 1.0 NNW 3
7 AM 0.2 SSW 4
8AM 2.0 SSE 4
9AM 4.0 SSE 3
10 AM 3.1 SSE 3
11 AM 3.2 ESE 2
12 PM 3.8 ESE 2
1 PM 2.3 S 1
2PM 1.C ENE 1
3PM 2.6 ESE 2
4PM .3.3 SSE 2
5PM 3.0 ENE 3
6PM 1.1 ESE 3
7PM 0.1 ESE 1
8PM CALM _ 1
9PM 0.1 NNE 2
10 PM 0.1 NNE 2
11 PM 0.1 ENE 3
20.10.96 12 AM 0.1 ENE 3
1AM 2.0 ENE 1
2AM 1.2 NNE 1
3AM L0 ESE 1
4AM 0.2 ESE 1
5AM 1.4 WSW 1
6AM 2.3 NNW 2
7AM 2.3 ESE 0
8AM 1.6 ESE 0
9AM 2.2 ENE 0
10 AM 2.3 ENE 0
11 AM 2.0 NNE 0
12 PM 2.0 NNW 1
1PM 2.9 SSE 1
2 PM 2.1 ESE 2
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
3 PM 3.6 SSE 2
4 PM 1.6 NNW 3
5 PM 2.0 NNW 3
6 PM 0.6 ENE 2
7 PM CALM _ 1
8 PM CALM _ 1
9 PM CALM _ 1
10 PM CALM _ 1
11 PM CALM _ 1
21.10.96 12 AM CALM 2 I
1 AM CALM _ 2
2 AM CALM _ 2
3 AM 0.2 SSE 3
4 AM 1.0 ENE 3
5 AM 2.2 NNE 4
6 AM 3.2 SSW 4
7 AM 2.1 ESE 4
8 AM 2.0 SSE 3
9 AM -1.2 ENE 3
10 AM 2.5 SSE 2
11 AM 2.9 W s W 2
12 PM CALM 1
1 PM 2.7 ENE 1
2 PM 3.9 SSE 1
3 PM 3.6 SSW 0
4 PM 3.2 ENE 1
5 PM 2.9 SSE 1
6 PM 0.6 ENE 1
7 PM CALM 0
8 PM 0.1 ENE 0.
9 PM CALM 1
10 PM 0.2 ENE 0
11 PM 1.4 NNE 0
22.10.96 12 AM 0.6 ENE 0
1 AM 1.9 ESE 0
2 AM 0.3 ESE 0
3 AM 2.3 SSE 0
I . ' . .~~~~~~~~~~~~~~~~____________________________ _____________________________ _____________________________ _____________________________
DATE TIME WIND SPEED WI^ND CLOUD
Km/hr DIRECTION COVIR
4AM 2.3 NNE 1
5AM 1.4 ENE 1
6AM 2.4 ESE 2
7AM 2.2 SSE 2
8AM 1.3 SSW 3
9AM 2.2 NNW 3
10 AM 1.3 ESE 4
11 AM 5.1 SSE 4
12 PM 6.3 S 3
1PM 4.9. NNE 3
2 PM 4.5 SSE 2
3PM 3.3 SSE 2
4PM 1.7 ENE 1
5PM 2.9 SSE 1
6PM 2.1 ESE 1
7PM 12 W N W 1
8PM 2.8 SSW 1
9PM 1.9 wsw 2
10 PM 3.2 SSW. 2
11 PM 3.2 SSW 3
23.10.96 12 AM 3.7 ENE .
1AM 3.2. ENE 1
2AM 3.6 ESE 1
3AM 3.3 ESE 1
4AM 2.3 ENE 2
5-AM 0.5 ESE 2
6AM 0.9 SSW 3
7AM 0.4 ENE 3
8AM 3.1 SSE 1
9AM 5.4 WNW 1
10 AM5 6.4 ESE 1
11 AM 6.5 NNW 2
12 PM 8.3 SSE 3
1PM 4.3 ESE 3
2PM 6.1 SSE 1
3PM 7.3 ENE 1
4PM 5.4 E 1
I' ., .~~~~~~~~~~~~~~~~~~____________________________ __________________________________________________________ ____________________________
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
5 PM 5.1 ESE 2
6 PM 4.0 S 1
7 PM 5.2 E 1
8 PM 1.0 ESE 2
9 PM 2.7 NNW 1
10 PM 4.0 E 1
11 PM 1.9 ENE 2
24.10.96 12 AM 1.8 E 1
1AM 0.7 ESE 1
2AM 0.8 SSW 1
3AM 0.4 NNE 2
4 AM 0.3 E 2
5AM 0.5 ESE 3
6AM 0.3 ENE 1
7AM 0.5 SSW 1
8AM 0.8 SSE 2
9AM 0.7 ENE 2
10 AM 2.4 NNW 1
11 AM 5.2 ESE 1
12 PM 3.7 ESE 1
1PM 1.6 ESE 2
2PM L2 WNW 2
3PM 2.1 NNW 2
4PM 5.1 w S W 1
1 . 5 PM 3.0 NNE 1
6PM Le SSE 1
7PM 3.3 E 1
8PM 3.4 WNW 1
9PM 4.4 ESE 1
10 PM 4.2 NNE 1
11 PM 4.7 S 2
25.10.96 12 AM 3.4 WNW 1
_ _ _ _ _ _~ ~ ~ .__ _ _ _ _ __ _ _
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
25.10.96 1 AM 2.2 ESE 1
2 AM 2.9 WNW 1
3 AM 2.9 SSW 2
4 AM 5.3 ESE 2
5 AM 5.7 ENE 1
6 AM 5.8 ESE 1
7 AM 4.7 ESE 1
8 AM 4.4 SSE 1
9 AM 3.2 W N W 2
10 AM 2.9 W N W 2
11 AM 2.7 E 1
12 PM 2.8 NNE 0
1 PM 3.2 NNE 0
2 PM 4.3 ESE 0
3 PM 4.9 SSW 0
4 PM 3.7 E 0
5 PM 5.2 WNW 1
6 PM 3.5 ENE 0
7 PM 3.5 NNE 0
8 PM LB WN W 0
9 PM 2.4 ESE 1
10 PM 2.2 ENE 1
11 PM 5.6 ESE 2
26.10.96 12 AM 2.3 WNW 2
-| 1 AM 2.1 E 1
2 AM 7.5 SSW 1
3 AM 6.2 SSW 1
4 AM 2.3 ENE 1
5 AM 0.4 WNW 2
6 AM 1.4 SSW 2
7 AM 0.6 ESE 2
8 AM. 2.8 ESE 1
9AM .L6 ENE 1
10 AM 4.6 ESE 1
11 AM 3.8 NNE 1
12 PM 5.3 ENE 2
1 PM 4.7 SSE 2
DATE TIME WIND SPEED WIND CLOUD
Km/hr DIRECTION COVER
2 PM 3.5 ESE 2
3 PM 4.7 ENE 2
4 PM 2.6 ESE 1
5 PM 1.7 E 1
6 PM 0.5 ESE 1
7 PM 0.2 WNW 1
8 PM 1.5 SSW 2
9 PM 0.7 NNE 2
10 PM 0.5 W 1
11 PM 0.9 NNW 1
27.10.96 12 AM 0.4 W 1
1 AM 1.3 E 1
2 AM 2.2 WNW 1
3 AM L2 SSW 1
4 AM 0.7 E 2
5 AM 1.4 ENE 2
6 AM 0.4 ESE 3
7 AM 1.4 ESE 1
8 AM 0.6 ENE I
9 AM 2.8 ESE I
10 AM 5.4 ESE 1
11 AM 5.0 SSE 1
12 PM 4.9 NNE i
1 PM 5.0 SSE 2
2 PM 4.4 NNW 2
3 PM 4.4 E 2
4 PM 5.4 ENE 1
5 PM 3.3 ENE 1
6 PM L9 NNE 1
7 PM 0.5 SSE 1
8 PM . 0.1 S 2
9 PM CALM 1
10 PM CALM 2I
11 PM 0.1 ENE 2
12 PM 08 ENE 1
ANNEXURE III
AIR QUALITY MONITORING AT WATER PARK
CONCENTRATION IN pg9/m
s.NO PLACE DXE TME
5PM S2NOR
I Water Park (50n 29/9/96 12 AM-8 AM 16.6 <5 6
2. 30/9/96 8 AM-4 PM 50.9 <5 19
a 30/9/96 4 PM-12 AM 69.9 <5 13
4 30/9/9 12 AM-8 AM 70.0 <5 - 13
1/10/96
5 _ 1/10/96 8 AM-12 AM 53.2 <5 32
1/10/96 4 PM-12 AM 100.0 <5 28
7. 2/10/96 12 AM-8AM 85.3 <5 37
a 2/10/96 8 AM-4 PM 6D.9 5 51
9. 2/10/96 4 PM-12 AM 87.5 >5 69
1 hIter Park (10On) 29/30/9/96 12 AM-8 AM 86.1 <5 8
2 30/9/96 8 AM-4 PM 27.7 <5 15
3 30/9/96 4 PM-12 AM 132.1 <5 8
4 302L/96 12 AM-8 AM 7.3 <5 10
1/10/96
5 1/10/96 8 AM-4 PM 84.9 <5 48
6 2/10/96 12 AM-8 AM 154.3 <5 31
7 2/10/96 12 AM-8 AM 188.2 <5 32
8 2/15/96 8 AM-4 PM 37.0 <5 55
9 2/10/96 4 PM-12 AM 186.2 <5 21
ANNEXURE III
AIR QUALITY MONITORING AT
Y-JUNCTION (CHAnRi CROSSING)
CONCENTRATION INi g/ m3
SWN PU%C W;E wES° F°
6PM S02 N0R
1. Y-Junction (50m) 3J10/96 6 AM-2 PM 301.0 <5 45
2. 3.10.96 2 PM-10 PM 163.30 <5 - 65
3. 3/10/96 10 PM-6 AM 45.40 <5 57
4/10/96
4. 4/10/96 6 AM-2 PM 112.0 5 75
5. 4.10.96 2 PM-10 PM . <5 30
6. 4/10/96 10 PM-6 AM 218.10 <5 78
5/10196
7. 5110/96 6 AM-82 PM 414.40 <5 43
8. 5.10.96 2 PM-10 PM 438.7 <5 91
9. 5/10/96 10 PM-6 AM 336.0 c5 217
6/10/96
1. Y-Juncton (100m) 3/10/96 6 AM-2PM 364.80 <5 45
2. 3/10/96 2 PM-10 PM 396.50 <5 58
3. 3/10/96 10 PM-6 AM 55.50 <5 69
4/10/96
4. 4/10/96 6 AM-2 PM 402.90 9 95
5. 4/10/96 2 PM-6 AM 463.10 <5 80
6. 4/10196 10 PM-2 PM 565.30 <5 69
7. 5/10/96 6 AM-2 PM 813.3 c5 49
8. 5110196 2 PM-10 PM 813.3 <5 135
9. 5/10/96 10 PM-6 AM - <5 73
AIR QUALITY MONITORING AT SHERTHA VILLAGE
SW f_LACE Dgc- TM CONCENTRATION IN J g/m3
SID PLACE' D#E TIME P, O ,
SPW S02 _ _ _
1. Shertha Village 3/10/96 2 PM-10 PM 1009.20 6 77
(50m)
2. 3/10/96 10 PM-6 AM 251.90 <5 61
4/10/96
3. 4/10/96 2 PM-10 PM 945.80 <5 36
4. 4/10f96 2 PM-10 PM 823.60 <5 69
5. 4/10/96 10 PM-6 AM 563.50 <5 29
5/10/96
6. 5/10/96 6 AM-2 PM 1332150 <5 46
7. 5/10/96 2 PM-10 PM 1405.90 <5 94
8. 5/10/96 10 PM-6 AM 902.10 c5 51
1. Shertha Vilage 5f10/96 10 PM-b6 AM 195.70 CS 24
-(1 ODm)
2. 6/10f96 6 AM-2 PM 451170 c5 64
3. 6/10196 2 PM-10 PM 373.70 <5 58
4. 6110/96 10 PM-6 AM 67.10 <5 38
5. 7/10/96 6 AM-2 PM 270.70 <5 33
6. 7/10/96 2 PM-10 PM 307.70 6 67
7. 7/10/96 10 PM-6 AM 215.0 c5 30
8. 8/10/96 6 AM-2 PM 480.0 <5 49
9. 8/10/96 2 PM-10 PM 717.60 <5 80
AIR QUALITY MONITORING NEAR SHERTHA BYEPASS
CONCENTRATION IN pg /m3 ,
S PLACE IE ME
ND SPM SO2 NO.
1. Shertha Village 5)10196 10PM/6 AM 358.6 cS 34
Byepass
2. 6/10/96 6 AM-2 PM 442.60 6 41
3. 6/10/96 2 PM-10 PM 663.20 c5 40
4. 6/10/96 10 PM-2 PM 428.20 c5 28
5. 7/10/96 6 AM-2 PM 363.30 7 60
6. 7/10/96 2 PM-10 PM 386.30 8 61
7. 7/10/96 10 PM-6 AM 402.0 c5 25
8. 8/10/96 6 AM-2 PM 382.0 cS 54
9. U8/10/96 2 PM-10 PM 793.2 8 83
ANNEXURE IV
PEAK HOURLY CONCENTRATIONS AT WATER PARK
CONC&CAUMO
S PLACE WE ME IN pglm3
ND - SO,
1. Water Park (50m) 3019/96 9-10 AM <5 8.3
2. Water Park (5Dm) 30/9/96 10-11 AM <5 9.0
3. Water Park (50m) 30/9/96 5-6 PM <5 20.0
4. Water Park (50m) 30/9/96 6-7 PM <5 17.0
5. Water Park (50m) 1/10/96 9-OAM <5 6.0
6. Water Park (5Dm) 1/10/96 10-11 AM <5 17.0
7. Water Park (50m) 1/10/96 5-6 PM <5 31.0
8. Water Park (50m) 1/10/96 6-7 PM <5 38.0
9. Water Park (5Dm) 2/10/96 9-10 AM <5 20.0
10. WaterPark (50m) 2/10/96 10-11 AM <5 29.0
11. Water Park (50m) 2110/96 5-6 PM <5 56.0
12. Water Park (50m) 2/10/96 6-7 PM <5 58.0
1. Water Park (5Dm) 30/9.96 9-10AM <5 6.0
2. Water Park (50m) 30/9/96 10-11 AM <5 6.0
3. Water Park (SOm) 30/9/96 "6 PM <5 <5
4. Water Park (50m) 30/9/96 6-7 PM <5